DE102011085342A1 - VEHICLE DYNAMIC CONTROL DEVICE AND VEHICLE DYNAMIC CONTROL SYSTEM; THE DIESELBE USED - Google Patents

Abstract

A vehicle dynamics control apparatus is configured to control a plurality of controlled objects on the basis of a first parameter associated with movement of a vehicle in a same direction, to a demand value of a second parameter associated with movement of the vehicle in the same direction and from a Control requester issued to meet. The vehicle dynamics control device includes an availability obtaining device configured to obtain an availability of the first parameter of each of the controlled objects and to output the availability of the first parameter of each of the controlled objects to the control requester.

Description

CROSS REFERENCE TO RELATED APPLICATIONS

This application is based on the Japanese Patent Application 2010-244536 , which was submitted on October 29, 2010. This application claims the benefit of this Japanese Patent Application, the description of which is incorporated herein by reference.

TECHNICAL AREA

The present disclosure relates to vehicle dynamics control devices that perform dynamic control of a vehicle while cooperatively controlling a plurality of controlled objects, and vehicle dynamics control systems each equipped with such a vehicle dynamics control device.

The U.S. Patent Publication No. 2007/0088484 , the the Japanese Patent Publication No. 4297150 and corresponds to a first publication, describes a vehicle that changes a kinetic energy distribution to the front wheels and the rear wheels according to the magnitude of understeer or oversteer as an example of lateral movements of the vehicle and then corrects the steering angles as the magnitude of understeer or oversteer elevated. Thereafter, the vehicle also brakes a selected wheel as the magnitude of understeer or oversteer increases.

The U.S. Patent Publication No. 2006/0208564 , the the Japanese Patent Publication No. 4455379 and is referred to as a second publication, describes an understeer control device. The understeer control device sequentially performs a reduction of a reaction force by an electric power steering apparatus, an alarm generation by an alarm device, and a control of a braking force distribution to the wheels.

SUMMARY

The vehicle described in the first publication determines only a plurality of controlled objects to be used and the order of the particular controlled objects to be activated in achieving values of controlled variables needed to be understeer or to eliminate oversteer.

The understeer control apparatus described in the second publication only sequentially activates a plurality of controlled objects to gradually compensate for insufficiently controlled variables to achieve values of the controlled variables needed to reduce understeer.

Although the first and second publications describe controlling lateral movements of a vehicle while cooperatively controlling a plurality of controlled objects, they fail to account for the controllable area of each of the controlled objects, and therefore fail, corresponding to a control request for each of the controlled objects determine the controllable area for a corresponding one of the controlled objects. Thus, each of the first and second publications could cause a control request for a controlled object to exceed the power limit to be achieved by the controlled object in controlling lateral movements of a vehicle.

Moreover, since the controllable range of each of the controlled objects is disregarded, the first and second publications fail to consider which of the controlled objects is preferably to be activated according to the controllable range of the respective controlled objects for further optimized lateral movement control of a vehicle to achieve.

For example, if the size of a controlled variable that is an example of parameters that specify the controllable range of controlled variables is different for a particular controlled object from the others, a determination of one of the controlled objects may be based on only the size of the controlled objects Variables do not select a further optimized controlled object with higher sensitivity with respect to the others, especially in an emergency. Thus, it is desirable to optimally control lateral movements of a vehicle using multiple controlled objects.

Similar to the lateral movements of a vehicle, it is desirable to prevent a control request for a controlled object from exceeding performance limits to be achieved by the controlled object in controlling longitudinal movements and / or pitching motions of a vehicle.

In view of the above circumstances, one aspect of the present disclosure seeks to provide vehicle dynamics control devices that are designed to address at least one of the above problems.

In particular, an alternative aspect of the present disclosure is directed to such To provide vehicle dynamics control devices capable of preventing a control request for a controlled object from exceeding power limits to be achieved by the controlled object in controlling the dynamics of a vehicle.

In addition, another aspect of the present disclosure aims to provide such vehicle dynamics control devices capable of further optimizing the dynamics of a vehicle according to a controllable range of each of the controlled objects.

According to one aspect of the present disclosure, a vehicle dynamics control apparatus for controlling a plurality of controlled objects based on a first parameter associated with movement of a vehicle in the same direction is provided with a request value of a second parameter associated with movement of the vehicle in the same direction is and is issued by a control requestor. The vehicle dynamics control apparatus includes an availability acquiring device configured to obtain an availability corresponding to a controllable range of the first parameter of each of the controlled objects and to output the availability of the first parameter of each of the controlled objects to the control requestor.

In the present disclosure, the term "availability" means a controllable range. That is, all words and phrases that use "availability" can be replaced by words and phrases that use "controllable range." Similarly, all words and phrases that use "controllable area" can be replaced by words and phrases that use "availability".

As described above, the availability of the first parameter of each of the controlled objects is transferred from the availability obtaining device to the control requestor. This configuration enables the control requestor to generate the request value of the second parameter associated with the movement of the vehicle in the same direction, taking into consideration the availability (controllable range) of the first parameter of each of the controlled objects. Thus, the control requestor may generate the request value of the second parameter such that the request value of the second parameter does not exceed power limits to be achieved by the control of each of the controlled objects using the first parameter. This makes it possible to perform vehicle dynamics control suitable for the availability of the first parameter of each of the controlled objects.

Note that the first parameter may be physically identical to the second parameter or physically different from the second parameter.

According to an alternative aspect of the present disclosure, there is provided a vehicle dynamics control system including the vehicle dynamics control device according to the one aspect of the present disclosure and the control requestor according to the one aspect of the present disclosure. The control requestor is configured to generate the request value of the second parameter based on the availability of the first parameter of each of the controlled objects output from the availability obtaining device to the control requestor.

The vehicle dynamics control system according to the alternative aspect of the present disclosure allows the control requestor to generate the request value of the second parameter such that the request value of the second parameter does not exceed power limits to be achieved by controlling each of the controlled objects using the first parameter , This makes it possible to perform vehicle dynamics control suitable for the availability of the first parameter of each of the controlled objects.

According to another aspect of the present disclosure, there is provided a vehicle dynamics control system including the vehicle dynamics control device according to the one aspect of the present disclosure, the control requestor according to the one aspect of the present disclosure, and the controlled objects according to the one aspect of the present disclosure. The control requestor includes at least one application programmed to issue a request mode in addition to the second parameter, the request mode of the at least one application representing a mode representing that the at least one application sets or gives a higher priority to the ecology , wherein the availability obtaining device is configured to limit the availability of the first parameter of each of the controlled objects based on the ecology mode as the request mode to produce limited availability of the first parameter of each of the controlled objects, and wherein the control requestor is configured to the request value of the second parameter based on the limited availability of the first parameter of each of the controlled objects selected by the Availability preserving device is issued to the control requestor to generate.

The vehicle dynamics control system according to the further aspect of the present disclosure makes it possible to limit the availability of the first parameter of each of the controlled objects based on the ecology mode. For example, the vehicle dynamics control system according to the further aspect of the present disclosure makes it possible to limit the availability of the first parameter of each of the controlled objects to reduce power consumption of each of the controlled objects. Thus, the control requestor may generate the request value of the second parameter based on the limited availability of the first parameter of each of the controlled objects to reduce power consumption of each of the controlled objects. As a result, it is possible to perform a vehicle dynamics control suitable for the mode of the request mode for which the at least one application gives higher priority.

The above and / or other features and / or advantages of various aspects of the present disclosure will become apparent from the following description taken in conjunction with the accompanying drawings. Various aspects of the present disclosure may include and / or exclude various features and / or advantages, where applicable. Additionally, in various aspects of the present disclosure, one or more features of other embodiments may be combined where applicable. The description of features and / or advantages of specific embodiments should not be taken as limiting further embodiments or the claims.

BRIEF DESCRIPTION OF THE DRAWINGS

Other aspects of the present disclosure will become apparent from the following description of an embodiment with reference to the accompanying drawings, in which:

1 12 is a block diagram schematically illustrating an example of the overall structure of a lateral movement control system according to a first embodiment of the present disclosure;

2 FIG. 4 is a block diagram illustrating the detailed structure of a control bar-area calculator or a control bar-area converter, which in FIG 1 are shown;

3 a block diagram showing the detailed structure of a control object selector, which in 1 is shown,

4A FIG. 4 is a diagram schematically showing an example of a selection result of a control area calculator, which in FIG 3 when an application request mode is set to a comfort mode;

4B 12 is a diagram schematically illustrating an alternative example of a selection result of the control bar-area calculator when the application request mode is set to the comfort mode;

5A Fig. 12 is a diagram schematically showing an example of a selection result of the control bar-area calculator when the application request mode is set to a safety mode;

5B Fig. 12 is a diagram schematically illustrating an alternative example of a selection result of the control bar-area calculator when the application request mode is set to the safety mode;

6A a graph schematically illustrating an example of the order of selecting multiple controlled objects when a selected application request mode is the comfort mode;

6B a graph schematically illustrating an example of the order of selection of the controlled objects when the selected application request mode is the security mode;

7A a table to be used in the comfort mode as the application request mode for selecting a first controlled object having the highest priority of the controlled objects;

7B a table to be used in the comfort mode as the application request mode for selecting a second controlled object having the next higher priority of the controlled objects;

7C a table to be used in the comfort mode as the application request mode for selecting a third controlled object having the third highest priority of the controlled objects;

8A a table to be used in the secure mode as the application request mode for selecting a first controlled object having the highest priority of the controlled objects;

8B a table to be used in the security mode as the application request mode for selecting a second controlled object having the next higher priority of the controlled objects;

8C a table to be used in the secure mode as the application request mode for selecting a third controlled object having the third highest priority of the controlled objects;

9 FIG. 12 is a graph schematically illustrating a final yaw rate control range for total lateral motion control of a controlled vehicle as a map; FIG.

10 FIG. 4 is a flowchart that schematically illustrates the behavior of an emergency avoidance application as an example of multiple applications used in a control requestor incorporated in FIG 1 is represented, stored;

11 a graph schematically illustrating a final yaw rate control range for total lateral motion control of a controlled vehicle within which a plurality of candidate points are set, as a map;

12 12 is a diagram schematically illustrating a final yaw rate control range for overall lateral movement control of the controlled vehicle according to a second embodiment of the present disclosure as a characteristic map;

13 4 is a block diagram illustrating the detailed structure of a control bar-area calculator and a control bar-area converter, which are described in FIG 1 are shown, according to the second embodiment;

14 12 is a schematic view illustrating the occurrence of a disturbance due to a crosswind or the slope of a road surface on which the controlled vehicle is traveling, the disturbance entering the lateral movement control system according to a third embodiment of the present disclosure; and

15 12 is a graph schematically illustrating a final yaw rate control range for total lateral movement control of the controlled vehicle in left turn without correction based on trouble information and a final yaw rate control range for total lateral movement control of the controlled vehicle in left turn corrected based on the trouble information according to the third embodiment of the present disclosure is represented as characteristic curves.

DETAILED DESCRIPTION OF THE EMBODIMENT

Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. In the embodiments, like parts of the respective embodiments to which like reference numerals are assigned are omitted or simplified in the redundant description.

As described above, in the following embodiments, the term "availability" is equivalent to the term "controllable range". Thus, the words and phrases that use the term "controllable area" can be replaced by words and phrases that use the term "availability".

First embodiment

An example of the overall structure of a lateral movement control system for vehicles to which a lateral movement control apparatus according to a first embodiment of the present disclosure is applied is shown as a block diagram in FIG 1 described. The lateral movement control system according to this embodiment is configured to control lateral movements of a vehicle by controlling a plurality of controlled objects, in particular a front wheel steering, a rear wheel steering, and a braking of the controlled vehicle.

According to 1 The lateral motion control system includes a control requestor 1 , a sensor unit 2 , a setpoint generator 3 , a vehicle condition monitor 4 , a control bar area calculator (an available calculator) 5 , a feedforward calculator (F / F calculator) 6 , a feedback calculator (F / B calculator) 7 , a determiner 8th , different administrators 9 to 11 , various electronic control units (ECUs) 12 to 15 , different actuators (ACTs) 16 to 19 for controlling lateral movements of the controlled vehicle and a controllable range converter (an available converter) 20 , The setpoint generator 3 , the vehicle condition supervisor 4 , the control bar area calculator 5 , the feedforward calculator 6 , the feedback calculator 7 and the determiner 8th or the elements 3 to 8th and the stewards 9 to 11 correspond to, for example, the vehicle lateral movement control device.

Note that each or some of the blocks 1 to 11 included in the lateral motion control system may be configured as a hardware circuit, a programmed logic circuit, or a hardware and a programmed logic hybrid circuit.

The control requestor 1 is configured to output, based on the conditions of the controlled vehicle, request signals associated with lateral movements of the controlled vehicle according to a control request of each of a plurality of applications (application programs) that performs a corresponding routine of the lateral movement control of the controlled vehicle. These applications are in the control requestor 1 Installed. In this embodiment, control bar area information is obtained from the control bar area calculator 5 which will be described later in the control requestor 1 entered. Each application is programmed to execute a control request (an application request) based on the control bar area information provided by the control bar area calculator 5 be entered.

The control requestor 1 is provided, for example, with at least one controller (not shown) for performing the plurality of applications including a lane keeping control application and a lane departure prevention application.

The at least one controller runs the lane-keeping application to capture an image in front of the controlled vehicle based on the captured image of lane markings formed on both sides of a lane of a road on which the controlled vehicle is traveling and perform a lateral movement control of the controlled vehicle to keep the controlled vehicle within the roadway while the controlled vehicle is traveling on the roadway.

The at least one controller runs the lane departure prevention application to capture an image in front of the controlled vehicle, recognizes lane markings formed on both sides of the lane based on the captured image, performs lateral movement control of the controlled vehicle to prevent the controlled vehicle deviates from the recognized lane markings while the controlled vehicle is traveling on the lane and to generate an alarm signal to the driver to prevent the driver from deviating from the detected lane markings.

The applications may include any applications to perform a lateral motion control of a controlled vehicle. The applications may include, for example, an emergency avoidance application programmed to perform a lateral movement control of the controlled vehicle to avoid collisions with obstacles present on the roadway along the direction of travel of the controlled vehicle. The applications may also include a parking assist application programmed to perform a lateral movement control of the controlled vehicle to guide the controlled vehicle to a desired parking space via an efficient route.

When it is determined that start conditions of a corresponding lateral motion control are met, each application is programmed to issue to the lateral motion controller request signals including at least one controlled variable needed for the corresponding application (corresponding lateral motion control) and the description and type of the corresponding application specify. As a result, at least one of the actuators 16 to 19 , which are required for the respective applications, are activated to control a corresponding lateral movement of the controlled vehicle according to the request of a respective application. In this embodiment, each application needs as the at least one controlled variable represented by the corresponding request signals, a request positive / negative lateral acceleration Gy and a request variation dGy / dt of the lateral acceleration Gy. The remaining request signal used by each application is represented as an "execute request". The execution request used by each application represents the description and type of a corresponding application and whether the appropriate application is to be performed.

The control requestor 1 is also designed to the Steuerbarbereichsrechner 5 Application information that specifies a request mode depending on a particular application and to transmit the priorities of the respective controlled objects for each application. In this embodiment, the request mode, depending on a corresponding application, represents what the corresponding application gives higher priority. As a request mode, for example, a security mode, a comfort mode and an eco mode (eco mode) may be used. That is, the request mode depending on a particular application serves as an indicator for selecting one of the applications based on the descriptions of the applications. For example, when an application whose request mode is the security mode is selected, a lateral movement control with high sensitivity is implemented, and on the other hand, an application whose When the comfort mode request mode is selected, lateral movement control is implemented with low sensitivity and without undue burden on the occupants in the controlled vehicle. When an application whose request mode is the eco mode is selected, lateral movement control with low power consumption is implemented. The priorities of the respective controlled objects for a particular application represent the order of priorities of the respective controlled objects that should be selected when a lateral motion control is performed according to the application.

The sensor unit 2 is designed to be in the vehicle condition monitor 4 Enter information indicating various conditions of the controlled vehicle. In particular, the sensor unit 2 designed in the vehicle condition monitor 4 Input measurement signals and data signals from results of operations as the information indicating the various conditions of the controlled vehicle, these measurement and data signals representing the various conditions of the controlled vehicle.

In this embodiment, the sensor unit 2 designed to the vehicle condition monitor 4 To transmit information associated with a front wheel steering angle, an axle torque, a rear wheel steering angle, and a vehicle speed. In particular, the sensor unit contains 2 For example, steering angle sensors for outputting measurement signals each indicating a current steering angle of a corresponding front or rear wheel and is configured to use the measurement signals of the steering angle sensors as the information associated with the front wheel steering angle and the rear wheel steering angle. The sensor unit 2 For example, it includes a brake ECU installed in the controlled vehicle for calculating a currently generated torque of each axle, and is configured to use the calculation results of the brake ECU as the information associated with the axle torque. The sensor unit 2 includes, for example, a speed sensor for each wheel for outputting a measurement signal indicative of the speed of a corresponding wheel, and configured to calculate the speed of the controlled vehicle based on the measurement signals of the respective speed sensors for the respective wheels, and use the calculated speed of the controlled vehicle as the information associated with the vehicle speed.

The sensor unit 2 Also includes, for example, a yaw rate sensor for outputting a measurement signal indicative of the actual yaw rate of the controlled vehicle. The measurement signal of the yaw rate sensor or the actual yaw rate calculated on the basis of the measurement signal of the yaw rate sensor is provided by the sensor unit 2 to the feedback calculator 7 via the vehicle condition supervisor 4 transfer. The sensor unit 2 Also, for example, includes a section for measuring the friction coefficient (μ) between the tires of the controlled vehicle and the road surface on which the controlled vehicle is traveling, and the friction coefficient is also referred to as "road surface μ". Since the brake ECU measures the friction coefficient (μ) between the tires of the controlled vehicle and the road surface based on the speed of each wheel, the sensor unit is 2 for example, to the vehicle condition monitor 4 to transmit the friction coefficient (μ) measured by the brake ECU.

The setpoint generator 3 is configured, based on the application request (control request), the requirements of the applications using the request positive / negative lateral acceleration Gy and the request change dGy / dt of the lateral acceleration Gy supplied by the control requestor 1 be arbitrated. For example, the positive acceleration Gy represents a lateral acceleration in a right turn of the controlled vehicle, and the negative acceleration Gy represents a lateral acceleration in a left turn of the controlled vehicle, for example.

As a result of the arbitration, the setpoint generator is 3 is configured to select at least one application to be performed and to convert the request positive / negative lateral acceleration Gy and the lateral acceleration Gy demand change dGy / dt into an application request value (a total target value) for at least one control parameter for lateral control of the controlled vehicle, the application request value for the at least one lateral motion control parameter is required to satisfy the requirement of the selected at least one application. The at least one control parameter for lateral movement control includes, for example, a yaw rate γ and the change dγ / dt of the yaw rate γ. Then the setpoint generator 3 configured to output the application request value (total target value) for the at least one lateral motion control control parameter.

As an application request value for the yaw rate γ, for example, a request absolute size of the yaw rate γ within one preset control cycle of a corresponding application, and as the application request value for the change dγ / dt of the yaw rate γ, a value of the change dγ / dt of the yaw rate γ within the preset control cycle of the corresponding application can be used.

The setpoint generator 3 is designed to arbitrate the requirements of the applications according to the types of applications.

The setpoint generator 3 For example, it is designed to add values of the request positive / negative lateral acceleration Gy of all applications to obtain the sum of the values of the request positive / negative lateral acceleration Gy of all applications, and values of the demand variation dGy / dt of the lateral acceleration Gy of all applications to obtain the sum of the values of the request variation dGy / dt of the lateral acceleration of all applications.

Then the setpoint generator 3 an application request value (a total target value) of the yaw rate γ corresponding to the sum of the values of the request positive / negative lateral acceleration Gy of all applications and an application request value (a total target value) for the change dγ / dt of the yaw rate γ corresponding to the sum of the values of the request change dGy / dt of the lateral acceleration Gy of all applications. Since the application request value for the yaw rate γ corresponds to the sum of the values of the request positive / negative lateral acceleration Gy of all applications and the application request value for the change dγ / dt of the yaw rate γ to the sum of the values of the request variation dGy / dt of the lateral acceleration Gy of all applications, For example, it is possible to perform a lateral movement control of the controlled vehicle that satisfies the requirements of all applications.

If the applications are prioritized, the setpoint generator is 3 and configured to select a highest priority application from the applications, and the request positive / negative lateral acceleration Gy and the lateral acceleration Gy demand change dGy / dt into an application request value of the yaw rate γ required to satisfy the request of the selected application and to convert an application request value for the change dγ / dt of the yaw rate γ required to satisfy the request of the selected application, respectively. Then the setpoint generator 3 designed to output the yaw rate application request value γ and the yaw rate γ variation application demand value dγ / dt. Since the application requirements of each application represent one of the applications to be performed, the setpoint generator can 3 Easily select from the applications an application to perform as the highest priority application.

Note that, in this embodiment, the request positive / negative lateral acceleration Gy and the request variation dGy / dt of the lateral acceleration Gy are used as the controlled variables needed for each application that the control requestor needs 1 in the setpoint generator 3 be entered. In this embodiment, the yaw rate γ and the change dγ / dt of the yaw rate γ into which the request positive / negative lateral acceleration Gy and the request variation dGy / dt of the lateral acceleration Gy are converted are used as control parameters (control variables) for the lateral movement control of the controlled vehicle used. This is because the ACTs 16 to 19 can easily handle the yaw rate γ and the change dγ / dt of the yaw rate γ. This structure can be modified as follows.

In particular, the yaw rate γ and the change dγ / dt of the yaw rate γ may be used as the controlled variables needed for each application provided by the control requestor 1 in the setpoint generator 3 are entered and used as control parameters (control variables) for the lateral movement control of the controlled vehicle. Similarly, the request positive / negative lateral acceleration Gy and the request variation dGy / dt of the lateral acceleration Gy may be used as the controlled variables needed for each application provided by the control requestor 1 in the setpoint generator 3 are entered and used as control parameters (control variables) for the lateral movement control of the controlled vehicle.

In addition, the yaw rate γ and the change dγ / dt of the yaw rate γ can be used as the controlled variables needed for each application and by the control requestor 1 in the setpoint generator 3 be entered. In addition, the request positive / negative lateral acceleration Gy and the change dGy / dt of the lateral acceleration Gy into which the yaw rate γ and the change dγ / dt of the yaw rate γ are converted can be used as control parameters (control variables) for the lateral movement control of the controlled vehicle ,

The vehicle condition monitor 4 is operated to vehicle information, the current conditions of the controlled vehicle indicate, based on the information indicating the various conditions of the controlled vehicle, from the sensor unit 2 to get and the vehicle information to the tax area calculator 5 spend while watching them.

In particular, the vehicle condition monitor is 4 current ideal front wheel steering angles, current ideal rear wheel steering angles, current ideal front axle torque, current ideal rear axle torque and current ideal controlled vehicle speed based on the current front wheel steering angle, rear wheel steering angle, current front axle torque, current rear axle torque and current controlled speed Vehicle by the sensor unit 2 to be measured. These current ideal values, which ideally should be generated by the vehicle under the current conditions of the vehicle, may be obtained in accordance with generally known equations based on the current front wheel steering angles, rear wheel steering angles, current front axle torque, current rear axle torque, and current controlled vehicle speed become. In addition, the vehicle condition monitor becomes 4 operated to from the sensor unit 2 the road surface μ, which represents the driving conditions of the road surface, as a part of the vehicle information.

The control bar area calculator 5 For example, it is designed as a control bar area obtaining device. In particular, the Steuerbarbereichsrechner 5 designed to have a controllable range of each of the ACTs 16 to 19 from a corresponding one of the ECUs 12 to 15 via the control bar range converter 20 and based on the received controllable range of each of the ACTs 16 to 19 to obtain first information associated with a controllable area of each of the controlled objects (front wheel steering, rear wheel steering and braking).

The control bar area calculator 5 is further configured to include a controllable range of total lateral movement control of the controlled vehicle based on the first information of each of the controlled objects, the vehicle information acquired by the vehicle condition monitor 4 be supplied, and the application information provided by the control requestor 1 be fed to calculate. The control bar area calculator 5 is further configured to supply information (control bar-area information) of the controllable range of the total lateral-motion control of the controlled vehicle to the feedforward calculator 6 and the feedback calculator 7 issue.

Note that the controllable range (availability) of an element means a conceptual expression indicating the controllable range of at least one controlled variable that can be output from the structural element. The controllable range (availability) of an element includes, for example, the upper limit and / or lower bound of at least one controlled variable that can be output from the element and the upper limit and / or lower limit of the change of the at least one controlled variable Changing the at least one controlled variable represents a sensitivity to the control of the at least one controlled variable.

For example, in a lateral motion control of a controlled vehicle, the controllable region of an element includes a controllable region of the element in the direction of a left turn and a controllable region of the element in the direction of a right turn. In this embodiment, since the direction of rotation of the controlled vehicle can be detected by the direction (sign) of the request lateral acceleration Gy as the controllable range of an element, the controllable range of the right turn element of the controlled vehicle or the controllable range of the left turn element of the controlled one Vehicle used in a particular application. In the emergency avoidance application, as the controllable range of an element, both the controllable range of the right turn member of the controlled vehicle and the controllable range of the left turn member of the controlled vehicle may be used, because in an emergency, the controlled vehicle is both right and left can turn.

The controllable area of each of the ACTs 16 to 19 For example, it includes the upper bound of at least one controlled variable defined by the ACTs 16 to 19 is used, and the upper limit of the sensitivity (the rate) of the at least one controlled variable used by the ACTs 16 to 19 is used. The controllable range of each of the controlled objects (front wheel steering, rear wheel steering and braking) includes the upper limit of at least one controlled variable used to control each of the controlled objects and the upper limit of the sensitivity (rate) of the at least one controlled one Variables used to control each of the controlled objects. The controllable area of each of the controlled objects may be based on the controllable areas of the ACTs 16 to 19 to be obtained. The controllable areas of the ACTs 16 to 19 are each the Steuerbarbereichsrechner 5 from the corresponding ECUS 12 to 15 via the control bar range converter 20 supplied as tables or other similar data, these tables being the conditions of ACTs 16 to 19 represent.

The entirety of the controllable areas of the ACTs 16 and 17 , which are designed to control the front wheel steering, form the controllable area of the front wheel steering, and the controllable area of the ACTs 18 , which is designed to control the rear-wheel steering, forms the controllable area of the rear-wheel steering. Similarly, the controllable area of the ACT forms 19 , which is designed to control the braking, the controllable range of braking. For this reason, a transmission of the controllable areas of the ACTs means 16 to 19 from the ECUs 12 to 15 to the control bar area calculator 5 a transfer of the controllable areas of the controlled objects to the Steuerbarbereichsrechner 5 , Thus presents 1 in that the controllable range of the front wheel steering, the rear wheel steering and the braking respectively via the Steuerbarbereichwandler 20 into the control bar area calculator 5 be entered. More specifically, the controllable range converter becomes 20 operated to convert the controllable areas of the front wheel steering, the rear wheel steering and braking in the controllable areas of the front wheel steering, rear wheel steering and braking with respect to the yaw rate and these in the Steuerbarbereichsrechner 5 enter.

Note that the controllable range of the total lateral motion control of the controlled vehicle means the entire controllable range of at least one controlled variable received from the controllable range calculator 5 based on the controllable area of each controlled object, the application information and the vehicle information may be output. A calculation of the controllable range of the total lateral movement control of the controlled vehicle by the control bar area calculator 5 will be described later in more detail.

The feedforward calculator 6 is configured to provide a feed forward request value for at least one of the controlled objects based on the application request value (total target value) for the at least one control parameter provided by the target value generator 3 the control bar area information supplied by the control bar area calculator 5 be fed and to calculate the application information. The feed forward request value is needed to perform a feedforward control of the corresponding controlled object.

In particular, the feedforward calculator includes 6 a control object selector 61 , a model value calculator 62 and a feed forward request calculator 63 ,

The control object selector 61 is configured to determine one or more controlled objects from the controlled objects based on the application request value for the at least one control parameter received from the setpoint generator 3 is supplied, the control bar area information and the application information via the Steuerbarbereichsrechner 5 be supplied.

In particular, the control object selector 61 adapted to select from the controlled objects one or more controlled objects to be used to perform a lateral motion feedforward control. A selection of one or more controlled objects from the controlled objects is performed, for example, when a control request associated with a lateral movement control is issued, ie, for example, when the lane keeping application is performed. The special structure of the control object selector 61 and how one or more controlled objects are selected will be described in more detail later.

The model value calculator 62 is designed if at least one controlled object from the control object selector 61 is selected, at least one model value for the at least one selected controlled object based on the control bar area information provided by the control bar area calculator 5 be fed to calculate.

In particular, when controlled objects are selected from the control object selector 61 are selected from the controlled objects, an assignment of the application request value (total target value) for the at least one control parameter to the selected controlled objects is determined. For example, if two controlled objects from the control object selector 61 in a manner to be described later, the upper limit of the at least one control parameter (a controlled variable and / or the change of the corresponding controlled variable) is generated as a local application request value associated with the at least one control parameter of the first selected first controlled object. If the upper limit of the at least one control parameter does not fully satisfy the application request value, that deficiency is generated as a local application request value corresponding to the at least one control parameter in is assigned to the next selected second controlled object.

Note that a local application request value associated with the at least one parameter in a selected controlled object is different from a model value actually generated in the selected controlled object. For this reason, the model calculator stores 62 pre-prepared data indicating the relationship between the application request value variable for at least one control parameter in each of the controlled objects and the variable of a model value of the corresponding at least one control parameter in a corresponding controlled object. Then the model value calculator 62 configured to obtain a model value of at least one control parameter in at least one selected controlled object in accordance with the local application request value for the at least one control parameter.

The feed forward request calculator 63 is configured to calculate a feed forward request value for the at least one control parameter in the at least one selected controlled object based on the difference between the model value of the at least one control parameter and the local application request value for the at least one control parameter in the at least one selected controlled object. It may be from the feed forward request calculator 63 a known method of calculating a feedforward request value may be used. The feed forward request value for the at least one control parameter in each selected controlled object received from the feed forward request calculator 63 is calculated by the feed forward request calculator 63 to the determiner 8th and the feedback calculator 7 output.

In this embodiment, the at least one control parameter includes the yaw rate γ (the absolute magnitude of the yaw rate γ). A feedforward request value for the yaw rate γ in the front wheel steering as the selected controlled object is represented as a first F / F request value for the front wheel steering, a feedforward request value for the yaw rate γ in the rear wheel steering as the selected controlled object is counted as a second F / F. A request value for the rear wheel steering represents, and a feedforward request value for the yaw rate γ in the braking as the selected controlled object is represented as the third F / F request value for the braking.

The feedback calculator 7 is configured to provide a feedback request value for at least one of the controlled objects based on the model value of the at least one control parameter provided by the feedforward calculator 6 the control bar area information supplied by the control bar area calculator 5 the application information and actual yaw rate provided by the vehicle condition monitor 4 is fed, to calculate. The feedback request value is needed to perform a feedback control of the corresponding controlled object.

In particular, the feedback calculator contains 7 a first feedback request calculator 71 , a control object selector 72 and a second feedback request calculator 72 ,

The first feedback request calculator 71 is configured to provide a total feedback request value for the at least one control parameter based on the difference between the sum of the model values of the at least one control parameter (yaw rate) of the selected controlled objects received from the model value calculator 62 is obtained, and the actual yaw rate, by the sensor unit 2 is measured, to calculate.

The control object selector 72 is configured to control one or more controlled objects of the controlled objects based on the total feedback request value for the at least one control parameter, the control bar area information, and the application information transmitted via the control bar area calculator 5 and the F / F request values supplied by the feedforward calculator 6 be supplied.

In particular, the control object selector 72 adapted to select from the controlled objects one or more controlled objects to be used to perform a lateral motion feedback control. The functions of the control object selector 72 are substantially identical to those of the control object selector 61 , One or more controlled objects selected by the control object selector 72 can be selected, the same as one or more controlled objects selected by the control object selector 61 be selected or they may be different.

The second feedback request calculator 73 is designed if at least one controlled object from the control object selector 72 is selected, the total feedback request value to the at least one selected one controlled object based on a margin of each of the controlled objects selected by the control object selector 72 is calculated to allocate, whereby a local feedback request value for the at least one selected controlled object is calculated. The local feedback request value for the at least one selected controlled object is from the second feedback request calculator 73 to the determiner 8th output. It can be from the feedback calculator 71 a known method of calculating an overall feedback request value may be used. The margin of each controlled object means an allowable range of the absolute variable of a controlled variable (yaw rate) that can be output from a corresponding controlled object, and an allowed range of change of the controlled variable that can be output from a corresponding controlled object.

In this embodiment, a local feedback request value for the yaw rate γ in the front wheel steering as the selected controlled object is represented as a first F / B request value for the front wheel steering, a local feedback request value for the yaw rate γ in the rear wheel steering as the selected controlled object is taken as represents a second F / B request value for the rear wheel steering, and a local feedback request value for the yaw rate γ in the braking as the selected controlled object is represented as a third F / B request value for the braking.

The determiner 8th is configured to provide a final request value for the at least one control parameter, ie, a final yaw rate request value, based on the feed forward request value for at least one selected controlled object received from the feedforward calculator 6 and the local feedback request value for the at least one selected controlled object received from the feedback processor 7 is fed, to calculate.

In addition, the determiner 8th designed to determine at least one of the three controlled objects (the front wheel steering, the rear wheel steering and the brakes) given a control authority. Thus, at least one controlled object given a control authority is determined from the three controlled objects (front wheel steering, rear wheel steering, and braking). The determiner 8th For example, it is arranged to determine at least one of the three controlled objects given a control authority using a criterion of whether at least one of the feedforward request value and the local feedback request value is generated for each of the three controlled objects. The determiner 8th is also adapted to output the final yaw rate request value for the at least one controlled object given a control authority to a corresponding manager. The determiner 8th is also adapted to issue an execution instruction of the control of the at least one controlled object given a control authority to a corresponding manager. Hereinafter, a controlled object given a control authority will be referred to as an authorized controlled object.

The execution instruction is a command for instructing the execution of the lateral movement control of a corresponding authorized controlled object. For example, when the front wheel steering is given a control authority, a first execution instruction for the front wheel steering becomes from the determiner 8th issued as the execution instruction. When the rear wheel steering is given a control authority, a second execution instruction for the rear wheel steering is given by the determiner 8th issued as the execution instruction. When braking is given a control authority, a third execution instruction for braking is issued by the determiner 8th issued as the execution instruction.

The final yaw rate request value for at least one authorized controlled object represents a value of the yaw rate γ that must be generated in the control of the at least one authorized controlled object. The final yaw rate request value for at least one authorized controlled object may be obtained by, for example, calculating the sum of the yaw rate feedforward request value γ and the yaw rate γ local feedforward request value for the at least one authorized controlled object.

Specifically, the sum of the first F / F request value and the first F / B request value gives the first final demand value for the yaw rate for the front wheel steering, and the sum of the second F / F request value and the second F / B request value gives the second final yaw rate demand value for the rear wheel steering. Further, the sum of the third F / F request value and the third F / B request value gives the third final request value for the yaw rate for braking. The final yaw rate request value for at least one authorized controlled object is transmitted to a respective manager.

Each of the administrators 9 to 11 is configured to input the execution instruction and the final yaw rate request value for a corresponding controlled object, to convert the final yaw rate request value into a predetermined control variable physical command value, and the physical command value of the predetermined control variable of a corresponding ECU of the ECUs 12 to 14 supply.

Specifically, when the execution instruction and the first final yaw rate request value are input, the front wheel steering manager converts 9 the first final yaw rate demand value in command values is the steering angle of the front wheels and guides the respective ECUs 12 and 13 the command values the steering angle of the front wheels too.

When the execution instruction and the second final yaw rate request value are input, the rear wheel steering manager converts 10 the second final yaw rate request value in command values is the steering angle of the rear wheels and carries the ECU 14 the command values the steering angle of the rear wheels too.

When the execution instruction and the third final yaw rate request value are input, the brake manager converts 11 the third final yaw rate request value is converted to a command value of the additional torque for each wheel, and the ECU 15 the additional torque command value for each wheel.

In this embodiment, an ACT for an electronically controlled power steering (EPS-ACT) ie a motor 16 , an ACT for a variable ratio steering system (VGRS-ACT) 17 , an ACT for Active Guidance (ARS-ACT) 18 and an ACT for Electronic Stability Control (ESC-ACT) 19 as the ACTs 16 to 19 used. The EPS-ACT 16 is operated to control the steering angles of the front wheels, and the VGRS-ACT 17 is also operated to control the steering angles of the front wheels. The ARS-ACT 18 is operated to control the steering angles of the rear wheels, and the ESC-ACT 19 is operated to brake the individual wheels to keep the controlled vehicle under control.

As described above, the steering angles of the front wheels through at least one of the EPS-ACT 16 and the VGRS-ACT 17 controlled. That is, a jointly controlled object is controlled by corresponding different ACTs. Thus, an administrator for managing the different ACTs is arranged to arbitrate which of the different ACTs is activated and / or how to assign the corresponding final yaw rate request value to the different ACTs.

The administrator 9 , the EPS-ACT 16 and the VGRS-ACT 17 For example, to control the steering angle of the front wheels, it is designed to arbitrate whether the EPS-ACT 16 or the VGRS-ACT 17 is activated and / or as the first final yaw rate request value to the EPS-ACT 16 and the VGRS-ACT 17 assign is. After that is the administrator 9 based on a result of the arbitration, at least part of the first final yaw rate request value of the ECUS 12 and 13 , respectively, the EPS-ACT 16 and the VGRS-ACT 17 correspond, supply.

Each of the ECUs 12 to 15 is configured to issue an instruction to a corresponding ACT for instructing the corresponding ACT to implement a corresponding yaw rate final request value. In particular, at least one of the ECUSs 12 and 13 designed, at least one from the EPS-ACT 16 and the VGRS-ACT 17 to control what the command values of the steering angles of the front wheels are implemented. The ECU 14 is designed to be the ARS-ACT 18 to control what the command values of the steering wheels of the rear wheels are implemented. The ECU 15 is designed to be the ESC-ACT 19 controlling how to implement the extra command torque for each wheel.

Each of the ECUS 12 to 15 is designed to control the range of each of the ACTs 16 to 19 based on the operating conditions of the ACTs 16 to 19 to capture and control the area of each of the ACTs 16 to 19 to the control bar area calculator 5 transferred to. As described above, the controllable range of ACTs 16 to 19 the controllable range of the front wheel steering, the controllable range of the rear wheel steering and the controllable range of braking.

The steerable range of the front wheel steering represents the steerable range of the steering angles of the front wheels, that of the EPS-ACT 16 and the VGRS-ACT 17 are to control. The controllable range of the rear-wheel steering represents the steerable range of the steering angles of the rear wheels, that of the ARS-ACT 18 are to control. The controllable range of braking represents the controllable range of additional torque for each wheel that the ESC-ACT 19 is to control.

In particular, the controllable region of the front wheel steering contains the controllable region of the absolute magnitude of the steering angle of each front wheel and the controllable range of the angular velocity of the steering angle of each front wheel, wherein the angular velocity of the steering angle of each front wheel represents the change of the steering angle of a corresponding front wheel and demonstrates the sensitivity of the steering angle of a corresponding front wheel.

Similarly, the controllable range of the rear wheel steering includes the controllable range of the absolute magnitude of the steering angle of each rear wheel and the controllable range of the angular velocity of the steering angle of each rear wheel, the angular velocity of the steering angle of each rear wheel representing the change of the steering angle of a corresponding rear wheel and the sensitivity of the steering angle a corresponding rear wheel demonstrated.

In addition, the controllable range of braking includes the controllable range of the absolute magnitude of the moment of the front axle and the rear axle and the controllable range of the change of the torque of the front axle and the rear axle. The change in the moment of the front axle and the rear axle demonstrates the sensitivity of braking a corresponding axle from the front axle and the rear axle.

As described above, the lateral motion control device described above is designed to control the controllable areas of the ACTs 16 to 19 and calculate the controllable range of the total lateral movement control of the controlled vehicle when the request signals are input to the lateral movement control device. The lateral motion control device is also adapted to each of the ACTs 16 to 19 based on the controllable areas of the ACTs 16 to 19 and the controllable range of the total lateral motion control of the controlled vehicle.

The following is the configuration of the control bar range converter 20 , the Steuerbarbereichsrechners 5 and the control object selector 61 ( 72 ) described in more detail.

2 FIG. 10 is a block diagram illustrating the detailed structure of the control area calculator 5 and the controllable range converter 20 represents.

According to 2 becomes the controllable area converter 20 operated to convert the controllable areas of the front wheel steering, the rear wheel steering and braking into controllable areas of the front wheel steering, the rear wheel steering and the braking with respect to the yaw rate.

The control bar range converter 20 contains a first converter 20a for the physical conversion of the controllable region of the front-wheel steering, a second converter 20b for the physical conversion of the controllable range of the rear wheel steering and a third converter 20c for physical conversion of the controllable range of braking.

The first converter 20a is configured to convert the controllable range of the front wheel steering into a controllable range of the front wheel steering with respect to the yaw rate, whereby a controllable yaw rate range of the front wheel steering is calculated. The second converter 20b is configured to convert the controllable range of the rear wheel steering into a controllable range of the rear wheel steering with respect to the yaw rate, whereby a controllable yaw rate range of the rear wheel steering is calculated. The third converter 20c is configured to convert the controllable range of braking into a controllable range of braking in terms of yaw rate, thereby calculating a controllable yaw rate range of the brake.

For example, since the at least one control parameter in the front wheel steering includes the steering angle of each front wheel and the angular speed of the steering angle of each front wheel, the first converter converts 20a The steering angle of each front wheel in an absolute size of the yaw rate γ and the angular velocity of the steering angle of each front wheel in the change dγ / dt of the yaw rate γ to. The controllable range of the yaw rate γ and the change dγ / dt of the yaw rate γ are each represented as the controllable range of the yaw rate of the front wheel steering. In other words, the controllable yaw rate range of the front wheel steering is a function of the absolute magnitude of the yaw rate γ and the change dγ / dt of the yaw rate γ.

Since the at least one control parameter in the rear-wheel steering includes the steering angle of each rear wheel and the angular velocity of the steering angle of each rear wheel, the second converter converts 20b Similarly, the steering angle of each rear wheel in an absolute size of the yaw rate γ and the angular speed of the steering angle of each rear wheel in the change dγ / dt of the yaw rate γ to. The controllable range of the yaw rate γ and the change dγ / dt of the yaw rate γ are each represented as the controllable yaw rate range of the rear wheel steering. In other words, the controllable yaw rate range of the rear wheel steering is a function of the absolute magnitude of the yaw rate γ and the change dγ / dt of the yaw rate γ.

Since the at least one control parameter in braking the torque of each of the front axle and the rear axle and the change of the Moments respectively contains the front axle and the rear axle, converts the third converter 20c In addition, the moment of the respective front and rear axles in an absolute size of the yaw rate γ and the gradient of the change of the moment of the respective front and rear axle in the change dγ / dt of the yaw rate γ to. The controllable range of the yaw rate γ and the change dγ / dt of the yaw rate γ is represented as the controllable yaw rate range of the braking. In other words, the controllable yaw rate range of the braking is a function of the absolute magnitude of the yaw rate γ and the change dγ / dt of the yaw rate γ.

The control bar area calculator 5 includes a yaw rate control area calculator 51 , a first limiter 52 and a second limiter 53 ,

The yaw rate control range calculator 51 is configured to calculate the sum of the controllable yaw rate range of the front wheel steering, the controllable yaw rate range of the rear wheel steering and the controllable yaw rate range of the brake, thereby to calculate a total controllable yaw rate range of all controlled objects. In other words, the total controllable yaw rate range of all controlled objects is a function of the absolute magnitude of the yaw rate γ and the change dγ / dt of the yaw rate γ.

The first limiter 52 is configured to perform an application request limitation of at least one of the controllable yaw rate range of the front wheel steering, the controllable yaw rate range of the rear wheel steering and the controllable yaw rate range of the brake according to the application request mode included in the application information and / or the priorities of the controlled objects. That is, at least one of the controllable yaw rate range of the front wheel steering, the controllable yaw rate range of the rear wheel steering, and the controllable yaw rate range of the brake is limited based on a request from an application. For example, if there is a request from an application not to use brakes, the first limiter sets 52 forcibly set the controllable yaw rate range of braking to zero.

In particular, the first limiter exists 52 from a Vorderradlenkbegrenzer 52a , a rear wheel steering limiter 52b and a brake limiter 52c , Each of the delimiters 52a . 52b and 52c is configured to limit a corresponding controllable yaw rate range according to the application request mode included in the application information and / or the priorities of the controlled objects, thereby creating a finite controllable yaw rate range of a corresponding controlled object.

The second limiter 53 is configured to perform a limitation of at least one of the limited controllable yaw rate ranges of the respective front wheel steering, rear wheel steering and braking in accordance with information associated with the driving of the controlled vehicle. That is, at least one of the limited controllable yaw rate ranges of the respective front wheel steering, rear wheel steering, and braking is also limited based on the vehicle information. For example, if the road surface on which the controlled vehicle is traveling has a low coefficient of friction coefficient (μ), it is advantageous to avoid using a brake to prevent slippage. Because of this, the second limiter sets 53 forcibly sets the limited controllable yaw rate range of braking to zero when the friction coefficient (μ) of the road surface is less than a threshold value.

In particular, there is the second limiter 53 from a Vorderradlenkbegrenzer 53a , a rear wheel steering limiter 53b , a brake limiter 53c and a total control area calculator 53d ,

Each one of the first to third delimiters 53a to 53c is configured to perform a limitation of a corresponding limited yaw rate controllable range in accordance with the vehicle information, thereby producing a final steerable yaw rate range of a corresponding controlled object. That is, the first to third delimiters 53a to 53c generate a respective first final controllable yaw rate range of the front wheel steering, second final controllable yaw rate range of the rear wheel steering, and third final controllable yaw rate range of braking. In other words, each of the first final controllable yaw rate range of the front wheel steering, the second final controllable yaw rate range of the rear wheel steering and the third final controllable yaw rate range of braking is a function of the absolute magnitude of the yaw rate γ and the change dγ / dt of the yaw rate γ.

The total taxable area calculator 53d is configured to calculate a final controllable yaw rate range for a total lateral motion control of the controlled vehicle based on the first final steerable yaw rate range of the front wheel steering, the second final steerable yaw rate range of the rear wheel steering, and the third final steerable yaw rate range of the brake. In particular, the calculated Total controllable range computer 53d as the final steerable yaw rate range for a total lateral motion control of the controlled vehicle, the sum of the first final steerable yaw rate range of the front wheel steering, the second final steerable yaw rate range of the rear wheel steering, and the third final steerable yaw rate range of the brake. In other words, the final controllable yaw rate range for the total lateral motion control of the controlled vehicle is a function of the absolute magnitude of the yaw rate γ and the change dγ / dt of the yaw rate γ.

As described above, the control bar area calculator 5 adapted to correct, based on the application request and / or the vehicle information, the controllable yaw rate range of each of the controlled objects, the controllable range of each controlled object also being the limits of a corresponding at least one ACT for a corresponding controlled object, whereby the final controllable yaw rate range of each the controlled objects is calculated.

Then the control bar area calculator 5 designed to provide the final controllable yaw rate range of each of the controlled objects to the feedforward calculator 6 and the feedback calculator 7 supply. Note that the application request of at least one application means a request of the at least one application that includes the application request value for at least one control parameter of the at least one application in addition to the corresponding application request mode and the corresponding priority represented by the application information.

In addition, the Steuerbarbereichsrechner 5 and calculate the total controllable yaw rate range of all controlled objects and the final controllable yaw rate range for the total lateral motion control of the controlled vehicle and those to the control requestor 1 as supplying the control bar area information. As described above, each application is the controller requestor 1 programmed, a control request based on the control bar area information provided by the availability calculator 5 be entered. The detailed descriptions of a control request issued by the control requestor 1 is spent later.

The following is the detailed structure of the control object selector 61 ( 72 ). 3 is a block diagram showing the detailed structure of the control object selector 61 represents. According to 3 consists of the control object selector 61 from a control bar area calculator 61a , a comparator 61b and a selector 61c ,

The control bar area calculator 61a is configured the absolute magnitude of the yaw rate γ and the change dγ / dt of the yaw rate γ based on the application request values for the control parameters (the yaw rate γ and the yaw rate γ change), the application information and the first final yaw rate controllable range of the front wheel steering, second final yaw rate controllable range of the rear wheel steering and the third final yaw rate controllable range of the braking received from the control range calculator 5 be fed to calculate.

In particular, the respective first to third final controllable ranges of the yaw rate ranges represent the upper and lower limits of the absolute magnitude of a corresponding controlled variable (the yaw rate) and the upper and lower limits of the change dγ / dt of the corresponding controlled variable. Thus, the control bar area calculator 61a is a characteristic map as an example of data representing the relationship between the controllable range of the absolute magnitude of yaw rate γ and the controllable range of change dγ / di yaw rate γ for each of the controlled objects (front wheel steering, rear wheel steering and braking) indicate to generate. Then the control bar area calculator 61a is configured to calculate a value of the absolute value of the yaw rate γ and a value of the change dγ / dt of the yaw rate γ according to the application request values and the application information on the basis of the map of each of the controlled objects.

The operation of the control bar area calculator will be described below 61a described above with respect to the 4 and 5 completely described.

4A FIG. 10 illustrates an example of a selection result of the control area calculator 61a when the application request mode is set to the comfort mode, this selection result represents that an application request yaw rate may be implemented as one of the application request values by controlling each of the controlled objects. 4B FIG. 10 illustrates an example of a selection result of the control area calculator 61a when the application request mode is set to comfort mode, this selection result represents that an application request yaw rate may be implemented as one of the application request values by controlling a portion of the controlled objects.

5A FIG. 10 illustrates an example of a selection result of the control area calculator 61a when the application request mode is set to the secure mode, this selection result represents that an application request change of the yaw rate may be implemented as one of the application request values by controlling each of the controlled objects. 5B FIG. 10 illustrates an example of a selection result of the control area calculator 61a when the application request mode is set to the secure mode, this selection result represents that an application request change of the yaw rate may be implemented as one of the application request values by controlling a portion of the controlled objects.

In each of the 4A and 4B For example, the characteristic field indicating the relationship between the controllable range of the absolute magnitude of the yaw rate γ and the controllable range of the change dγ / dt of the yaw rate γ for each of the controlled objects is shown in the form of a graph. Similarly, in each of the 5A and 5B the characteristic field indicating the relationship between the controllable range of the absolute magnitude of the yaw rate γ and the controllable range of the change dγ / dt of the yaw rate γ for each of the controlled objects is shown in the form of a graph.

When the application request mode is set to the comfort mode, it is advantageous to satisfy the application request value with low sensitivity and low load for the occupants in the controlled vehicle or with a small number of used ACTs. For this reason, the Steuerbarbereichsrechner 61 to calculate, in the comfort mode, a value of the absolute value of the yaw rate γ and a value of the change dγ / dt of the yaw rate γ with respect to the application request yaw rate.

Conversely, if the application request mode is set to the secure mode, it is advantageous to meet the application request value due to a high sensitivity emergency. For this reason, the Steuerbarbereichsrechner 61a in the safety mode, to calculate a value of the absolute quantity of the yaw rate γ and a value of the change dγ / dt of the yaw rate γ with respect to the application request change of the yaw rate γ.

In particular, according to 4A when the application request mode is set to the comfort mode and the application request yaw rate can be implemented by controlling each of the controlled objects, in other words the application request yaw rate is less than the upper limit of the yaw rate γ in the controllable area of each of the controlled objects, a value of the absolute size yaw rate γ for each of the controlled objects is set to the application request yaw rate. A value of the change of the yaw rate γ for each of the controlled objects is set to a value at a point where the characteristic graph field of the controllable area of a corresponding controlled object intersects the application request yaw rate.

According to 4A For example, a value of the absolute magnitude of the yaw rate γ for the front wheel steering is set to the application request yaw rate, and a value of the change dγ / dt of the yaw rate γ for the front wheel steering is set to a value at a point A where the characteristic field of the graph shown in FIG controllable area of the front wheel steering the application request yaw rate cuts. Similarly, a value of the absolute magnitude of the yaw rate γ for the rear wheel steering is set to the application request yaw rate, and a value of the change dγ / dt of the yaw rate γ for the rear wheel steering is set to a value at a point C represented by the graph Characteristic field of the controllable range of the rear wheel steering the application request yaw rate intersects. In addition, a value of the absolute magnitude of the yaw rate γ for braking is set to the application request yaw rate, and a value of the change dγ / dt of the yaw rate γ for braking is set to a value at a point B where the characteristic field of the graph controllable range of braking the application request yaw rate intersects.

On the other hand, according to 4B when the application request mode is set to the comfort mode and the application request yaw rate can be implemented by controlling a part of the controlled objects, in other words, the application request yaw rate is greater than the upper limit of the yaw rate γ in the controllable area of a part of the controlled objects, a value of absolute size of the yaw rate γ for each of the controlled objects and a value of the change of the yaw rate γ for each of the controlled objects are set as follows.

In particular, according to 4B a value of the absolute magnitude of the yaw rate γ for the front wheel steering whose upper limit of the yaw rate γ in the controllable range is greater than the application request yaw rate is set to the application request yaw rate. A value of the change of the yaw rate γ for the front wheel steering is set to a value at a point where the characteristic field of the controllable Area of the front wheel steering the application request yaw rate intersects.

In contrast, a value of the absolute magnitude of the yaw rate γ for the rear wheel steering and the braking whose upper limit of the yaw rate γ in the controllable range is smaller than the application request yaw rate, respectively to the upper limit of the yaw rate in the controllable range of the corresponding rear wheel steering and of braking. A value of the change dγ / dt of the yaw rate γ for the rear wheel steering is set to a value at a point E corresponding to the upper limit of the yaw rate γ in the controllable range of the rear wheel steering. Similarly, a value of the change dγ / dt of the yaw rate γ for braking is set to a value at a point F corresponding to the upper limit of the yaw rate γ in the controllable range of the braking. The value of the change dγ / dt of the yaw rate γ at the point E is equal to the value of the change dγ / dt of the yaw rate γ at the point F.

In addition, according to 5A When the application request mode is set to the safety mode and the application request change of the yaw rate γ can be implemented by controlling each of the controlled objects, in other words, the application request change of the yaw rate γ is smaller than the upper limit of the change of the yaw rate γ in the controllable range of each of the controlled ones Objects is set a value of the change of the yaw rate γ for each of the controlled objects to the application request change of the yaw rate. A value of the absolute magnitude of the yaw rate γ for each of the controlled objects is set to a value at a point where the characteristic graph field of the controllable area of a corresponding controlled object intersects the application request change of the yaw rate.

In 5A For example, a value of the change dγ / dt of the yaw rate γ for the front wheel steering is set to the application request change of the yaw rate, and a value of the absolute magnitude of the yaw rate γ for the front wheel steering is set to a value at a point A where the graphed Characteristic field of the controllable area of the front wheel steering intersects the application request change of the yaw rate. Similarly, a value of the change dγ / dt of the yaw rate γ for the rear wheel steering is set to the application request change of the yaw rate, and a value of the absolute value of the yaw rate γ for the rear wheel steering is set to a value at a point C where the Graph illustrated characteristic field of the controllable range of the rear wheel steering the application request change the yaw rate intersects. In addition, a value of the change dγ / dt of the yaw rate γ for braking is set to the application request change of the yaw rate, and a value of the absolute magnitude of the yaw rate γ for braking is set to a value at a point B where the graphed Characteristic field of the controllable range of braking intersects the application request change of the yaw rate.

On the other hand, according to 5B When the application request mode is set to the safety mode and the application request change of the yaw rate can be implemented by controlling a part of the controlled objects, in other words, the application request change of the yaw rate values as the upper limit of the change of the yaw rate γ in the controllable range of a part of the controlled ones Is an object, a value of the absolute magnitude of the yaw rate γ for each of the controlled objects and a value of the change of the yaw rate γ for each of the controlled objects are set as follows.

In particular, according to 5B a value of the change dγ / dt of the yaw rate γ for braking whose upper limit of the change of the yaw rate γ in the controllable range is greater than the application request change of the yaw rate is set to the application request change of the yaw rate. A value of the absolute magnitude of the yaw rate γ for braking is set to a value at a point E at which the characteristic map of the steerable range of the front wheel steering shown as a graph intersects the application request change of the yaw rate.

In contrast, a value of the change dγ / dt of the yaw rate γ for the front wheel steering and the rear wheel steering whose upper limit of the change of the yaw rate γ in the controllable range is smaller than the application request change of the yaw rate becomes the upper limit of the change of the yaw rate γ set in the controllable range of the corresponding front-wheel steering and rear-wheel steering. A value of the absolute magnitude of the yaw rate γ for the front wheel steering is set to a value at a point D corresponding to the upper limit of the change of the yaw rate γ in the steerable range of the front wheel steering. Similarly, a value of the absolute magnitude of the yaw rate γ for the rear wheel steering is set to a value at a point F corresponding to the upper limit of the change of the yaw rate γ in the steerable range of the rear wheel steering. The value of the absolute magnitude of the yaw rate γ at the point D is equal to the value of the absolute value of the yaw rate γ at the point F.

The comparator 61b is designed to set the application request values for each of the controlled objects, ie the application request yaw rate and the application request variation of the yaw rate for each of the control parameters, with the respective value of the absolute magnitude of the yaw rate γ and a value of the change dγ / dt of the yaw rate γ for a corresponding controlled object received from the control bar-area calculator 61a be calculated, compare. In particular, the comparator compares 61b a value of the absolute magnitude of the yaw rate γ and a value of the change dγ / dt of the yaw rate γ in terms of size for each of the controlled objects with the respective application request values for a corresponding control parameter, thereby determining whether controlling each of the controlled objects the respective application request values for a corresponding control parameter.

For example, assume that a value of the application request yaw rate is equal to 5 and that values of the absolute magnitude of the yaw rate γ for the front wheel steering, the rear wheel steering, and the braking are calculated as 8, 6, and 3, respectively. Under this assumption, controlling the front-wheel steering and the rear-wheel steering may satisfy the application request yaw rate, but controlling the braking may not satisfy the application request yaw rate. In addition, it is assumed that a value of the application request variation of the yaw rate is 3 and that values of the change dγ / dt of the yaw rate γ for the front wheel steering, the rear wheel steering and the braking are respectively calculated as 5, 6 and 7. Under this assumption, controlling any of the front wheel steering, rear wheel steering, and braking can meet the yaw rate application demand change.

That is, the comparator 61b Is designed,
compare the application request yaw rate for each of the controlled objects with the absolute magnitude value of the yaw rate γ of a corresponding controlled object;
output a result of the comparison as a first comparison result;
compare the application request change of the yaw rate for each of the controlled objects with the value of the change dγ / dt of the yaw rate γ of a corresponding controlled object; and
to output a result of the comparison as a second comparison result.

The selector 61c is configured to control at least one of the controlled objects as a selected controlled object based on a result of the comparison of the comparator 61b select.

In this embodiment, the selector selects 61c one of the controlled objects as a selected controlled object to satisfy the application request values according to the selected application request mode. In particular, the selector selects 61c as a first controlled object of one of the controlled objects, wherein the one of the controlled objects has the highest priority to be selected. If a control of the first controlled object can not satisfy the application request values corresponding to the selected application request mode, the selector selects 61c as a second controlled object of one of the remaining controlled objects. If a control of the second controlled object can not satisfy the application request values corresponding to the selected application request mode, the selector selects 61c as a third controlled object, the last controlled object. The selector 61c changes the order of selection of the controlled objects according to the selected application request mode.

The following is with reference to the 6A and 6B fully described how the order of selection of controlled objects by the selector 61c is determined. 6A schematically illustrates an example of the order of selection of controlled objects when the selected application request mode is the comfort mode, and 6B schematically illustrates an example of the order of selection of the controlled objects when the selected application request mode is the security mode.

According to the 6A and 6B a model value for the application request yaw rate is determined, and a selection of one of the controlled objects is made to satisfy the model value.

When the comfort mode is selected as the application request mode, the controlled objects are successively selected in descending order of their values of the absolute amount of the yaw rate γ as the first to third controlled objects, since no high sensitivity in the comfort mode corresponding to a result of comparison between the values of the absolute magnitude of the yaw rate γ of the first to third controlled objects is needed (see 6A ). This may select the controlled objects to be used to control lateral movements of the controlled vehicle in descending order of their values of the absolute magnitude of the yaw rate γ, which makes it possible to control the lateral movements of the controlled vehicle with less controlled objects perform. This reduces an oscillation amount of the lateral movements of the controlled vehicle due to a disturbance of the controlled ones Objects, which improves the comfort of the occupant compared to the case where many unnecessary controlled objects are to be used to control lateral movements of the controlled vehicle.

On the other hand, when the safety mode is selected as the application request mode, the controlled objects successively descend in order of their values of the change (gradient) dγ / dt of the yaw rate γ as the first to third controlled objects according to a result of comparison between the values of the absolute change Size of the yaw rate γ of the first to third controlled objects is selected since high sensitivity is required in the safety mode (see FIG 6B ). This makes it possible to perform control of the lateral movements of the controlled vehicle with higher sensitivity to place more emphasis on the safety of the controlled vehicle than on the comfort of the occupant. However, if a value of the change dγ / dt of the yaw rate γ of a controlled object at a low value of the absolute value of the yaw rate γ of the controlled object is high, the selector 61c be designed to change the order of the controlled objects to be selected, so that an emergency can be met. For example, when a value of the change dγ / dt of the yaw rate γ of a controlled object is high, whereas a value of the absolute value of the yaw rate γ of the controlled object is equal to or less than a preset percentage of the application request yaw rate, the selector 61c be designed to reduce the order of the controlled object to be selected.

The following are with reference to the 7A to 7C and 8A to 8C Examples of specific operations of the selector 61c for selecting the first to third controlled objects. The 7A to 7C FIG. 16 illustrates tables to be used for selecting the first to third controlled objects in the comfort mode as the application request mode, and FIGS 8A to 8C represent tables to be used for selecting the first to third controlled objects in the security mode as the application request mode. In particular, the 7A and 8A each represents a table for selecting the first controlled object having the highest priority among the controlled objects, and the 7B and 8B Each one of the controlled objects represents a table for selecting the second controlled object having the next higher priority 7C and 8C each represent a table for selecting the third controlled object having the third highest priority of the controlled objects. For example, these tables are in the selector 61c saved. In the 7A to 7C and 8A to 8C Each of the tables has a table format, but may be any of various data formats.

Each of the tables in the 7A to 7C , a relationship between the variable of the results of comparison of the application request yaw rate for each of the controlled objects with the value of the absolute magnitude of the yaw rate γ of a corresponding controlled object, the variables of the results of the comparison of the application request change of the yaw rate for each of the controlled objects the value of the change of the yaw rate γ of a corresponding controlled object, and the variable of a controlled object to be selected as the first controlled object.

In 7A For example, eight columns of the table represent all pieces of information to be output as the first comparison result from the comparator Gib.

If the first comparison result represents that controlling each of the controlled objects can not satisfy the application request yaw rate, the first column "0: ALL FULFILL" is selected. If the first comparison result represents that only steering of the front wheel steering can satisfy the application request yaw rate, the second column "1: FRONT STEERING" is selected. When the first comparison result represents that only braking of the brake can satisfy the application request yaw rate, the third column "2: BRAKING" is selected, or if the first comparison result represents that only steering of the rear wheel steering can satisfy the application request yaw rate, the fourth column becomes "4: REAR STEERING" selected.

If the first comparison result represents that steering of the front wheel steering and braking can satisfy the application request yaw rate, the fifth column "3: FRONT STEERING OR BRAKING" is selected. When the first comparison result represents that steering the rear wheel steering and the front wheel steering can satisfy the application request yaw rate, the sixth column "5: REAR STEERING OR FRONT STEERING" is selected or when the first comparison result represents that steering the rear wheel steering and the braking satisfy the application request yaw rate If this is the case, the seventh column "6: REAR STEERING OR BRAKING" is selected. When the first comparison result represents that controlling the front wheel steering, the rear wheel steering, and the braking can satisfy the application request yaw rate, the eighth column "7: COMPLETE ALL" is selected.

Similarly, eight rows of the table represent all pieces of information that are the second comparison result from the comparator 61b are to spend.

If the second comparison result represents that controlling each of the controlled objects can not satisfy the application request change of the yaw rate, the first row "0: ALL FULFILL" is selected. When the second comparison result represents that only steering of the front wheel steering can satisfy the application request change of the yaw rate, the second row "1: FRONT STEERING" is selected. If the second comparison result represents that only braking control can satisfy the application request variation of the yaw rate, the third row "2: BRAKING" is selected, or if the second comparison result represents that only steering of the rear wheel steering can satisfy the application request change of the yaw rate, the fourth row "4: REAR STEERING" is selected.

When the second comparison result represents that steering of the front wheel steering and the braking can satisfy the application request change of the yaw rate, the fifth row "3: FRONT STEERING OR BRAKING" is selected. When the second comparison result represents that steering of the rear wheel steering and the front wheel steering can satisfy the application request change of the yaw rate, the sixth row "5: REAR STEERING OR FRONT STEERING" is selected, or if the second comparison result represents that controlling the rear wheel steering and the braking To satisfy the yaw rate application request change, the seventh row "6: REAR WHEEL STEERING OR BRAKING" is selected. If the second comparison result represents that steering the front wheel steering, the rear wheel steering and the braking can meet the application request change of the yaw rate, the eighth row "7: FILL ALL" is selected.

Information indicating one of the controlled objects to be selected as the first controlled object is determined in a field of the table in which a respective column intersects a corresponding row. Information "SELECTION OF MAXIMUM CHANGE" in a field in the table that is in 7A is illustrated, in which each of the columns intersects the first row, represent a selection of one of the front wheel steering, the rear wheel steering and the braking as the first controlled object, wherein the one of the front wheel steering, the rear wheel steering and braking the maximum value of the change dγ / dt of the yaw rate γ of all the values of the change dγ / dt of the yaw rate γ of the front wheel steering, the rear wheel steering and the braking.

First of all, there are special operations of the selector 61c for selecting the first to third controlled objects when the comfort mode is selected as the application request mode.

To easily select the specific operations of the selector 61c to describe, it is assumed that the first comparison result of the comparator 61b that the front wheel steering and the rear wheel steering control may satisfy the application request yaw rate, and that the second comparison result represents that steering the front wheel steering, the rear wheel steering, and the braking may satisfy the application request variation of the yaw rate.

To select the first controlled object, the selector selects 61c according to the first result of the comparison, the sixth column "6: REAR WHEEL STEERING OR FRONT STEERING STEERING" from the eight columns of the table which appear in 7A is shown off. Subsequently, the selector selects 61c according to the second result of the comparison, the eighth row "7: FILL ALL" from the eight rows of the table, which in 7A is shown off. Then the selector chooses 61c Information in the field in the table that is in 7A 4, in which the selected sixth column intersects the selected eighth row, this information representing "6: HIGHER VALUE BRAKE OR REAR DERIVATION". That is, the selector 61c As the first controlled object, it selects the braking or the rear wheel steering, the braking or the rear wheel steering having a value of the absolute magnitude of the yaw rate γ which is larger than that of the other one.

Subsequently, the selector selects 61c In order to select the second controlled object, according to the first comparison result, the sixth column "5: REAR WHEEL STEERING OR FRONT STEERING" is selected from the eight columns of the table which are shown in FIG 7B is shown off. Subsequently, the selector selects 61c according to the second result of the comparison, the eighth row "7: FILL ALL" from the eight rows of the table, which in 7B is displayed, then, the selector selects 61c the information in the field in the table that is in 7B is shown, in which the selected sixth column intersects the selected eighth row, this information being "NO SECOND TAXED OBJECT ". That is, the selector 61c selects as the second controlled object none of the front-wheel steering, rear-wheel steering and braking.

Note that in the table in 7B For example, in the field in the table where the first column is intersected with the second row, information "5: SELECTION OF MAXIMUM VALUE" represents information representing the selector 61c command to select as the second controlled object one of the controlled objects having the maximum value of the absolute magnitude of the yaw rate γ of all values of the absolute magnitude of the yaw rate γ of the controlled objects. In the table in 7B For example, information "6: SELECTION OF MAXIMUM VALUE EXCEPT FOR THE FIRST" in, for example, the field in the table where the first column intersects the fourth row represents information representing the selector 61c command to select as the second controlled object one of the remaining controlled objects having the maximum value of the absolute magnitude of the yaw rate γ of all values of the absolute magnitude of the yaw rate γ of the remaining controlled objects.

In the table in 7B For example, in the field in the table where the first column intersects the first row, information representing "4: SELECTION OF SECOND CHANGE" represents information representing the selector 61c command to select as the second controlled object one of the controlled objects having the next higher value of the change dγ / dt of the yaw rate γ of all the values of the controlled objects.

To select the third controlled object, the selector selects 61c according to the first result of the comparison, the sixth column "6: REAR WHEEL STEERING OR FRONT STEERING STEERING" from the eight columns of the table which appear in 7C is shown off. Then the selector chooses 61c according to the second comparison result, the eighth row "7: ALL FILLED" out of the eight rows of the table, which in 7 is shown off. Then the selector chooses 61c Information in a field in the table that is in 7C with the selected sixth column intersecting the selected eighth row, this information representing "NO SECOND CONTROLLED OBJECT". That is, the selector 61c selects as the third controlled object none of the front-wheel steering, rear-wheel steering and braking.

Note that in the table in 7C For example, in information in the field in the table where the first column intersects the second row, information "THIRD CONTROLLED OBJECT FOR YELLOW RATE" represents information representing the selector 61c command, as the third controlled object, to select the controlled object having the minimum value of the absolute magnitude of the yaw rate γ of the values of the absolute magnitude of the yaw rate γ for all the controlled objects to support the absolute magnitude of the yaw rate γ. In the table in 7C For example, in the field in the table where each column intersects the first row, information representing "THIRD CONTROLLED OBJECT FOR CHANGING THE YELLOW RATE" represents information representing the selector 61c to instruct the third controlled object to select the controlled object having the minimum value of the change dγ / dt of the yaw rate γ of the values of the change dγ / dt of the yaw rate γ of all the controlled objects to assist a value of the change dγ / dt of the yaw rate γ ,

As the order of the first to third controlled objects using the tables that are in the 7A to 7C are determined when the comfort mode is selected as the application request mode has been described in detail. As the order of the first to third controlled objects using the tables that are in the 8A to 8C is determined when the security mode is selected as the application request mode is substantially identical to the use of the tables set forth in the 7A to 7C are shown, with the exception that the tables to be used in the 7A to 7C are shown in the tables in the 8A to 8C are shown are changed. Thus, the description will be how the order of the first to third controlled objects using the tables set forth in the 8A to 8C are determined, omitted, omitted.

Note that information "SELECT MAXIMUM VALUE" in a field in the table that is in 8A is illustrated, in which the columns intersect the first row, represent a selection of one of the front wheel steering, the rear wheel steering and the braking as the first controlled object, wherein the one of the front wheel steering, the rear wheel steering and braking the maximum value of the absolute size of the Yaw rate γ from all values of the absolute magnitude of the yaw rate γ of the front wheel steering, the rear wheel steering and the braking has.

Information "FRONT STEERING (REAR STEERING) OR HIGHER CHANGE BRAKES" in a box in the table marked in 8A 2 represent a selection of one of the front wheel steering (rear wheel steering) and the brake, the one of the front wheel steering (rear wheel steering) and the Brake has a value of the change of the yaw rate γ, which is greater than that of the other. "FRONT STEERING OR HIGHER CHANGE CONTROL" information in a field in the table that is in 8A is similar to the information "FRONT STEERING (REAR STEERING) OR BRAKING WITH HIGHER CHANGE".

Note that in the table in 8B For example, in the field in the table where the first column intersects the second row, information "5: SELECTION OF MAXIMUM CHANGE" represents information representing the selector 61c command to select as the second controlled object one of the controlled objects having the maximum value of the change of the yaw rate γ of total values of the change of the yaw rate γ of the controlled objects. In the table in 8B For example, information "6: SELECTION OF MAXIMUM CHANGE EXCEPT THE FIRST" in, for example, the field in the table where the first column intersects the fourth row represents information representing the selector 61c command to select, as the second controlled object, one of the remaining controlled objects having the maximum value of the change of yaw rate γ of all values of the change of the yaw rate γ of the remaining controlled objects.

In the table in 8B For example, information "4: SELECTION OF SECOND VALUE" in, for example, the field in the table where the first column intersects the first row represents information representing the selector 61c command to select as the second controlled object one of the controlled objects having the next highest value of the absolute magnitude of the yaw rate γ of all the values of the controlled objects.

Note that in the table in 8C For example, in the field in the table where the first column intersects the second row, information "THIRD CONTROLLED OBJECT FOR CHANGING THE YELLOW RATE" represents information representing the selector 61c commanding as the third controlled object to select the controlled object having the minimum value of the change of the yaw rate γ of the values of change of the yaw rate γ of all the controlled objects to assist a value of the change dγ / dt of the yaw rate γ. In the table in 8C For example, in the field in the table where each column intersects the first row, information representing "THIRD CONTROLLED OBJECT FOR YEAR RATE" represents information representing the selector 61c command, as the third controlled object, to select the controlled object having the minimum value of the absolute magnitude of the yaw rate γ of the values of the absolute magnitude of the yaw rate γ of all the controlled objects to support a value of the absolute magnitude of the yaw rate γ.

The tables included in the 7A to 7C are basically designed such that the controlled objects are successively selected in descending order of their values of the absolute magnitude of the yaw rate γ. That is, the tables used in the 7A to 7C are basically constructed such that only one controlled object that is determined to be optimal for satisfying the application request values is selected without selecting all of the controlled objects.

When a controlled object completely satisfies the yaw rate application request yaw rate and the application request change, only the controlled object is selected as a selected controlled object. When some controlled objects completely satisfy the application request yaw rate, one of these controlled objects is selected as a selected controlled object based on the values of the application request change of the yaw rate of those controlled objects. When each of the controlled objects satisfies the application request yaw rate, but none of the controlled objects satisfies the yaw rate application request change, a controlled object whose value of the yaw rate change dγ / dt γ becomes the highest value of the yaw rate γ change values dγ / dt controlled objects is selected as a selected controlled object. This can reduce the number of controlled objects to be selected.

In contrast, the tables included in the 8A to 8C are basically designed so that the controlled objects are successively selected in descending order of their values of the change dγ / dt of the yaw rate γ. That is, the tables used in the 8A to 8C are basically constructed such that only one controlled object that is determined to be optimal for satisfying the application request values is selected without selecting all of the controlled objects.

When a controlled object completely meets the yaw rate application request yaw rate and application request change, only the controlled object is selected as a selected controlled object. When some controlled objects completely satisfy the yaw rate application request change, one of these controlled objects is selected as a selected controlled object based on the values of the application request yaw rate of those controlled objects. If each of the controlled If objects satisfy the yaw rate application request change, but none of the controlled objects satisfies the application request yaw rate, a controlled object whose value of the absolute magnitude of the yaw rate γ is the largest among absolute value values of all the controlled objects is selected as a selected controlled object. This can reduce the number of controlled objects to be selected.

Upon completion of the selection of at least one controlled object by the control object selector 61 calculates the model value calculator 62 at least one model value for the at least one selected controlled object based on, for example, the application request yaw rate, the application request change of the yaw rate, and the controllable range of the at least one selected controlled object.

The feed forward request calculator 63 calculates a feedforward request absolute value value of the yaw rate γ in the at least one selected controlled object based on the difference between the at least one model value for the at least one selected controlled object and the application request yaw rate.

In this embodiment, as described above, at least one of the first F / F request value for the front wheel steering, the second F / F request value for the rear wheel steering, and the third F / F request value for the braking of the F / F-computer 6 to the determiner 8th output.

As well as the control object selector 61 selects the control object selector 72 of the feedback computer 7 at least one controlled object to be used to perform a lateral movement control of the controlled vehicle. The second feedback request calculator 73 calculates a local feedback request value for the at least one selected controlled object. The local feedback request value for the at least one selected controlled object is from the second feedback request calculator 73 to the determiner 8th output.

In this embodiment, as described above, at least one of the first F / B request value for the front wheel steering, the second F / B request value for the rear wheel steering and the third F / B request value for the braking of the F / B calculator 7 to the determiner 8th output.

On the basis of the at least one of the first F / F request value for the front wheel steering, the second F / F request value for the rear wheel steering and the third F / F request value for the braking and the at least one of the first F / B A request value for the front-wheel steering, the second F / B request value for the rear-wheel steering and the third F / B request value for braking is a command value of the at least one controlled object to a corresponding ECU of the ECUs 12 to 14 about the determiner 8th and a corresponding at least one of the administrators 9 to 11 output. The corresponding at least one ECU 12 to 14 activates a corresponding at least one ACT 16 to 19 on the basis of the command value of the corresponding at least one controlled object, whereby a lateral movement control of the controlled vehicle is implemented according to the request of at least one application.

As described above, the lateral movement control system according to this embodiment is capable of determining at least one of the ACTs for at least one of the controlled objects based on the controllable range of at least one control parameter (in this embodiment, a controlled variable and its change) 16 to 19 to be optimally determined and a value of the at least one control parameter by the activated at least one ACT 16 to 19 optimal to determine.

In the following, the application request (control request) to be generated and output from a respective application will be described in more detail.

The control bar area information provided by the control bar area calculator 5 for every application of the control requestor 1 at least the total yaw rate control range and the total yaw rate controllable range of all controlled objects and the final yaw rate control range and final yaw rate controllable range, respectively, for the entire lateral motion control of the controlled vehicle.

As described above, the final yaw rate control range for the entire lateral movement control of the controlled vehicle is a function of the absolute magnitude of the yaw rate γ and the change dγ / dt of the yaw rate γ.

Thus, the control requestor 1 , the final yaw rate control range for the entire lateral motion control of the controlled vehicle as a function of the absolute magnitude of the yaw rate γ and the change dγ / dt Yaw rate γ as a characteristic field to generate (see 9 ).

As described above, the total yaw rate controllable range of all controlled objects is limited by the application requirement limitation and the limitation of the vehicle information, so that the map field shown in FIG 9 is shown is obtained. For example, even if the total yaw rate control range of all controlled objects is corrected based on the application demand limitation, it is impossible to generate a controlled variable value for lateral motion control in braking from a friction circle defined by a total grip of the controlled vehicle tires.

That is, the total yaw rate control range of all controlled objects is corrected by the application request limitation and the limitation of the vehicle information, so that the final yaw rate control range for the entire lateral movement control of the controlled vehicle as the characteristics field shown in FIG 9 is shown is obtained.

Any application that is in the controller requestor 1 is programmed, a control request based on the final yaw rate control range for the entire lateral movement control of the controlled vehicle, which in 9 is displayed as a characteristic field.

The following is with reference to 10 the behavior of the emergency avoidance application as an example of the applications used in the control requestor 1 for issuing a control request are described. The emergency avoidance application is started when at least one common start condition is met, and is performed with a preset control cycle. The at least one common start condition is, for example, a condition that at least one obstacle is detected by a sensor (not shown) along the lane of the controlled vehicle. The sensor is configured to measure the distance between the controlled vehicle and the detected at least one obstacle.

When the emergency avoidance application is started, the emergency avoidance application is in step 100 programmed to determine whether the controlled vehicle can avoid the detected at least one obstacle.

In step 100 For example, the emergency avoidance application is programmed to determine that the controlled vehicle may avoid the detected at least one obstacle when it is predicted that if the controlled vehicle continues its travel in the current direction of travel at the current speed, there will be no collision between the controlled vehicle Vehicle and the detected at least one obstacle will occur or a time until the controlled vehicle will collide with the detected at least one obstacle is equal to or longer than a preset threshold. On the other hand, in step 100 the emergency avoidance application programs to determine that the controlled vehicle can not avoid the detected at least one obstacle when it is predicted that, when the controlled vehicle continues to travel in the current direction of travel at the current speed, a collision between the controlled vehicle and the detected at least one obstacle will occur or the time until the controlled vehicle collides with the detected at least one obstacle will be shorter than the preset threshold.

In particular, when it is determined that the controlled vehicle can avoid the detected at least one obstacle (YES in step 100 ), the emergency evasion application is programmed to step 110 and generate, based on the final yaw rate control range for the entire lateral movement control of the controlled vehicle, a control request including a request positive / negative lateral acceleration Gy and a request variation dGγ / dt of the lateral acceleration Gy and the power limits derived from the total lateral movement control of the lateral control controlled vehicle.

The final yaw rate control range for the entire lateral motion control of the controlled vehicle is in 11 For example, shown as a characteristic field. In step 111 the emergency avoidance application is programmed to generate a plurality of candidates within the map, wherein each of the candidate points is comprised of a set yaw rate and yaw rate request variation set corresponding to the set of request positive / negative lateral acceleration Gγ and the demand change dGy / dt the lateral acceleration Gy exists. In particular, according to 11 the emergency avoidance application programs to generate as candidate points a first candidate point (1), a second candidate point (2) and a third candidate point (3) within the final yaw rate control range for the entire lateral movement control of the controlled vehicle.

In step 111 the emergency avoidance application is programmed to program one of the candidate points based on the application request mode as part of the application information into the control requestor 1 is entered, wherein the selected candidate point is best suited for the priority of the request mode.

As it is in 11 1, for example, a value of the request change of the yaw rate of the first candidate point (1) is higher than a value of the request change of the yaw rate of the second and third candidate points (2) and (3). The value of the demand variation of the yaw rate of the second candidate point (2) is higher than the value of the demand variation of the yaw rate of the third candidate point (3) and lower than the value of the request change of the yaw rate of the first candidate point (1).

Similarly, a value of the request yaw rate of the third candidate point (3) is higher than a value of the request yaw rate of the first and second candidate points (1) and (2). The value of the request yaw rate of the second candidate point (2) is lower than the value of the request yaw rate of the third candidate point (3) and higher than the value of the yaw rate request change of the first candidate point (1).

When the application request mode is set to the safety mode giving the emergency a higher priority than comfort, the emergency avoidance application is programmed to select the first candidate point (1) because the value of the yaw rate request variation of the first candidate point (1) is higher than each of the first candidate point Values of the demand variation of the yaw rate of the second and third candidate points (2) and (3). If the application request mode is set to give a higher priority for both comfort and emergency, the emergency avoidance application is programmed to select the second candidate point (2).

In addition, in step 111 when the final yaw rate control range for the entire lateral movement control of the controlled vehicle in the right turn is different from the final yaw rate control range for the entire lateral movement control of the controlled vehicle in the left turn, the emergency avoidance program is programmed to become one of the final yaw rate control range for the entire lateral movement control of the controlled vehicle the right turn and the final yaw rate control range for the entire lateral movement control of the controlled vehicle in the left turn, wherein the selected range of the final yaw rate control range for the entire lateral movement control of the controlled vehicle in the right turn and the final yaw rate control range for the entire lateral movement control of the controlled vehicle in the left turn bigger than the other one. Then in step 111 the emergency avoidance program is programmed to select one of a plurality of candidate points within the selected range from the final yaw rate control range for the entire lateral movement control of the controlled vehicle in the right turn and the final yaw rate control range for the entire lateral movement control of the controlled vehicle at the spin rotation.

After that is in step 111 the emergency avoidance program programs the request yaw rate (request positive / negative lateral acceleration Gy) and the demand change of the yaw rate (request change dGy / dt of the lateral acceleration Gy) of the selected candidate point to the target value generator 3 issue.

Otherwise, when it is determined that the controlled vehicle can not avoid the detected at least one obstacle (NO in step 100 ), the emergency avoidance program is programmed to step 120 to proceed and generate a control request instruction to stop the controlled vehicle, thus completing this control request in step S 120 to the setpoint generator 3 is issued. On the basis of the control request instruction for stopping the controlled vehicle, braking torque for braking from the ESC-ACT becomes 19 or a brake actuator is generated for each wheel, so that the controlled vehicle is stopped.

That is, the emergency avoidance program is programmed to avoid a collision of the controlled vehicle with at least one obstacle when it is determined that the controlled vehicle will collide with the at least one obstacle, even though it is issuing an application request comprising a set of a request yaw rate and a demand rate Has a yaw rate request change that is within the final yaw rate control range for the entire lateral movement control of the controlled vehicle to perform a lateral movement control of the controlled vehicle.

As described above, the lateral motion control system is configured to provide the final yaw rate controllable range for the entire lateral motion control of the controlled vehicle to each application included in the control requestor 1 is stored to transfer. These Transmission allows each application to generate a control request (an application request) based on the final yaw rate control range for the entire lateral movement control of the controlled vehicle such that the control request does not exceed performance limits to be achieved by the entire lateral movement control of the controlled vehicle. Thus, it is possible to more appropriately control lateral movements of the controlled vehicle for the final yaw rate controllable range for the entire lateral movement control of the controlled vehicle.

Note that the control bar area calculator 5 According to this embodiment, in addition to the final yaw rate control range for the entire lateral movement control of the controlled vehicle, the entire yaw rate controllable range of all controlled objects is designed to be fed to the control requestor 1 transferred to. This configuration allows each application to determine one of the final yaw rate controllable range for the entire lateral motion control of the controlled vehicle and the total yaw rate controllable range of all controlled objects to be used to generate a control request. Thus, it is possible to control a lateral movement of the controlled vehicle suitable for the final yaw rate controllable range for the entire lateral movement control of the controlled vehicle and the entire yaw rate controllable range of all the controlled objects.

From the above, the lateral movement control apparatus according to this embodiment is configured to control the different controlled objects to perform a lateral movement control of the controlled vehicle, thereby obtaining the application request values for at least one control parameter for each of the controlled objects.

In performing the lateral motion control of the controlled vehicle, the lateral motion controller is configured to obtain the controllable range of the at least one control parameter for each of the controlled objects and to determine the priorities of the controlled objects based on the controllable range of the at least one control parameter for each of the controlled objects. whereby a selected controlled object is determined according to the priorities of the controlled objects. The at least one control parameter includes, for example, a controlled variable and a change of the controlled variables, and the controllable range of the at least one control parameter includes at least the upper limit of the controlled variable and the upper limit of the controlled variable change.

Determining the priorities of the controlled objects according to the controllable range of the at least one control parameter for each of the controlled objects makes it possible to accurately select a controlled object that is the controlled object from the highest priority controlled objects and a lateral movement control of the controlled vehicle using the selected controlled object.

The lateral movement control apparatus according to this embodiment is also configured to determine the priorities of the controlled objects to be used for a lateral movement control of the controlled vehicle according to the application request mode such as the comfort mode and the safety mode of the at least one selected application. This configuration makes it possible to determine the order of selection of the controlled objects suitable for a current condition of the controlled vehicle in which, for example, comfort is more important than sensitivity or sensitivity is more important than comfort, in response to the detection of an emergency event ,

The lateral movement control apparatus according to this embodiment is also configured to control the control area information from the control area calculator 5 to the controller requestor 1 transferred to. This configuration allows each application to generate a control request based on the control bar region information such that the control request does not exceed power limits to be achieved by a lateral movement control of the controlled vehicle. Thus, it is possible to appropriately perform a lateral movement control for the controllable area of each of the controlled objects.

Second embodiment

Hereinafter, a lateral movement control system according to a second embodiment of the present disclosure will be described with reference to FIG 12 described. The overall structure and the functions of the lateral movement control system according to the second embodiment are substantially identical to those of the lateral movement control system according to the first embodiment except for the following points. Therefore, the different points are mainly described below.

The lateral movement control system according to the second embodiment is adapted to the control requestor 1 To transfer control bar area information according to the application request mode selected by the driver.

The first limiter 52 the Steuerbarbereichsrechners 5 is adapted to the application request mode contained in the application information, the control requestor 1 and perform an application request limitation of at least one of the yaw rate control range of the front wheel steering, the yaw rate control range and the yaw rate control range of the braking according to the application request mode.

The first limiter 52 For example, as an example of data, the relationship between the variable of at least one of the yaw rate γ and the yaw rate change dγ / dt for each of the controlled objects and the variable of the power consumption required to perform a lateral movement control , specify. In this embodiment, the characteristic field is a function of the variable of the change dγ / dt of the yaw rate γ for each of the controlled objects and the variable of the power consumption needed to perform a lateral movement control.

In particular, when the application request mode is set to the eco mode, the first limiter reads 52 the characteristic map and limits at least a portion of the yaw rate control range of the front wheel steering, the yaw rate control range of the rear wheel steering and the yaw rate control range of braking based on the characteristics field.

12 schematically illustrates the final yaw rate control range for the entire lateral movement control of the controlled vehicle, by the first limiter 52 based on the characteristics map. As described above, the engine is called the EPS-ACT 16 through the EPS-ECU 12 driven to adjust the steering angle of the front wheels. Thus, reducing the angular velocity of the steering angle of each of the front wheels enables a reduction in the voltage applied to the engine 16 It is necessary to create what makes it possible to reduce the energy consumption of the engine 16 to reduce.

That is, the first limiter 52 receives a first value of the energy consumption at the upper limit of the change dγ / dt of the yaw rate γ, and determines a second value of the energy consumption at a threshold of the change dγ / dt of the yaw rate γ such that dividing the second value of the energy consumption by the first value of energy consumption as a percentage equals 10%. The first limiter 52 limits at least a range of the yaw rate control range of the front wheel steering, the yaw rate control range of the rear wheel steering, and the yaw rate control range of braking to limit the final yaw rate control range for the entire lateral movement control of the controlled vehicle such that the yaw rate γ change dγ / dt is prevented from the threshold To exceed.

After obtaining the boundary of the at least one of the yaw rate control range of the front wheel steering, the yaw rate control range of the rear wheel steering and the yaw rate control range of braking, the final yaw rate control range for the entire lateral movement control of the controlled vehicle that has been limited according to the application request mode becomes the control requestor 1 fed.

As described above, the lateral movement control system according to the second embodiment is configured to transmit the control bar area information limited according to the application request mode to each application. This configuration allows each application to generate a control request based on the control bar area information limited according to the application request mode. For example, when the eco mode is set as the application request mode, the final one becomes Yaw rate control range limited for the entire lateral movement control of the controlled vehicle taking into account the reduction of the power consumption. Thus, using the limitation of the final yaw rate control range for the entire lateral motion control of the controlled vehicle, each application is capable of generating a control request that reduces power consumption. Thus, it is possible to suitably perform a lateral movement control for the controllable area of at least one of the controlled objects limited according to the application request mode.

As in the first embodiment, the control bar area calculator 5 According to this embodiment, the entire yaw rate controllable range of all controlled objects in addition to the final yaw rate controllable range for the entire lateral movement control of the controlled vehicle to the control requestor 1 transferred to. This configuration achieves substantially the same advantage as the configuration of the first embodiment.

Third embodiment

Hereinafter, a lateral movement control system according to a third embodiment of the present disclosure will be described with reference to FIGS 13 to 15 described. The overall structure and the functions of the lateral movement control system according to the third embodiment are substantially identical to those of the lateral movement control system according to the first embodiment except for the following points. Therefore, in the following, mainly the differing points will be described.

The control bar area calculator 5 According to this embodiment, it is designed to perform controllable-area change operations in accordance with disturbances.

13 provides the detailed structure of a control bar area calculator 5a and the controllable range converter 20 who in 1 is shown, dar.

According to 13 consists of the Steuerbarbereichsrechner 5A from a third limiter 54 in addition to the yaw rate control area calculator 51 , the first limiter 52 and the second limiter 53 , The structure and functions of the yaw rate control range calculator 51 , the first limiter 52 and the second limiter 53 according to this embodiment are identical to those of the corresponding yaw rate control range computer 51 , the first limiter 52 and the second limiter 53 ,

The third limiter 54 is configured to obtain information about one or more perturbations that cause a variable factor of, for example, the final yaw rate control range for the entire lateral movement control of the controlled vehicle and to limit the final yaw rate control range for the entire lateral movement control of the controlled vehicle based on the perturbation information. The disturbances include a cross wind disturbance and a disturbance due to the slope of the road surface on which the controlled vehicle is running, wherein the slope of the road surface means the inclination of a road in a direction crossing the direction of travel of the controlled vehicle.

The third limiter 54 includes, for example, a disturbance observer that is configured to receive the information about one or more disturbances. In particular, disturbance observers are designed to estimate disturbances that enter a system as explicit variations of parameters of at least one component of the system. That is, the disturbance observer of the third limiter 54 is designed to estimate, based on an explicit variation of at least one parameter of at least one component of the lateral motion control system, one or more perturbations that cause a variation factor of the final yaw rate control range for the entire lateral motion control of the controlled vehicle. Based on the estimated one or more perturbations as perturbation information, the third limiter 54 designed, the calculation result of the Gesamtsteuerbarbereichsrechners 53d to correct for limiting the final yaw rate control range for the entire lateral motion control of the controlled vehicle, thus calculating a finite final yaw rate control range for the entire lateral motion control of the controlled vehicle with respect to the one or more perturbations.

14 FIG. 12 is a schematic view illustrating the occurrence of a disturbance due to a side wind or the slope of the road surface entering the lateral movement control system installed in the controlled vehicle. As it is in 14 For example, a variation of 0.1 [rad / sec] of the yaw rate in the direction of the right turn due to a disturbance of crosswind and / or the slope of the road surface occurs.

When no disturbances contribute to the motion control system, the upper limit of the yaw rate γ of the final yaw rate control range for the entire right turn lateral motion control control and the upper yaw rate γ of the final yaw rate control range for the left turn total lateral steering control will be considered to be the same value of For example, 0.5 [rad / s] is calculated.

As it is in 14 is shown, however, when a variation of, for example, 0.1 [rad / s] of the yaw rate in the direction of the right turn due to a side wind disturbance and / or the road surface slant occurs, the upper limit of the yaw rate γ of the final yaw rate control range becomes the entire lateral movement control of the controlled vehicle of the right turn by the third limiter 54 is corrected to 0.6 [rad / s], and the upper limit of the yaw rate γ of the final yaw rate control range for the total lateral movement control of the left turn controlled vehicle is set to 0.4 [rad / s] corrected. That is, when a disturbance affects the direction of rotation, a variation of the yaw rate due to the disturbance is added to the final yaw rate controllable range for the entire lateral movement control of the controlled vehicle in the direction of rotation. On the other hand, if a disturbance acts in the opposite direction of rotation, a variation of the yaw rate due to the disturbance is subtracted from the final yaw rate controllable range for the entire lateral movement control of the controlled vehicle in the opposite direction of rotation.

An example of the final yaw rate control range for the total lateral steering control of the left turn controlled vehicle without correction based on the trouble information and an example of the final yaw rate control range for the total lateral steering control of the left turn controlled vehicle corrected on the basis of the trouble information are respectively designated as CR1 and CR2 in 15 shown. That is, the final yaw rate control range CR2 for the entire lateral motion control of the controlled vehicle that is controlled by the total controllable range calculator 53d is limited on the basis of the vehicle information is determined by the third limiter 54 in addition, based on the interference information, so that the limited final yaw rate control range CR1 is obtained for the entire lateral movement control of the controlled vehicle with respect to one or more disturbances. The limited final yaw rate control range for the entire lateral motion control of the controlled vehicle with respect to one or more glitches is transmitted to each application, allowing each application to generate a control request taking into account one or more glitches.

As in the first embodiment, the control bar area calculator 5 According to this embodiment, the entire yaw rate controllable range of all controlled objects in addition to the final yaw rate controllable range for the entire lateral movement control of the controlled vehicle to the control requestor 1 transferred to. This configuration achieves substantially the same advantage as the configuration of the first embodiment.

In each of the first to third embodiments, the lateral movement control device (system) for performing lateral movement control of the controlled vehicle has been described as an example of dynamic control of the controlled vehicle, but the present disclosure can be applied to a dynamic control device (system) for performing longitudinal motion control and / or Rolling motion control can be used.

In particular, the present disclosure may be applied to a dynamic control device (system) provided with a plurality of controlled objects and configured to perform a motion control of a controlled vehicle in the same direction using the controlled objects. In this application, the lateral motion control device is capable of obtaining the controllable range of the at least one control parameter for each of the controlled objects and determining the priorities of the controlled objects based on the controllable range of the at least one control parameter for each of the controlled objects selected controlled object is determined according to the priorities of the controlled objects. Determining the priorities of the controlled objects corresponding to the controllable range of the at least one control parameter for each of the controlled objects makes it possible to select a controlled object that is the highest priority controlled object among the controlled objects and a lateral movement control of the controlled vehicle Use the selected controlled object.

As the controlled objects for longitudinal motion control, for example, a braking and driving energy (engine output and / or electric motor output) may be used. As the controlled objects for a roll motion control, a suspension and / or an output of an active stabilizer may be used. In each of the first to third embodiments, the ACTs 13 to 16 used to control the controlled objects, for example, but another ACT can be used to control a corresponding controlled object. In each of the first to third embodiments, for example, controlling braking is performed by the ESC-ACT 19 however, it may be performed by a parking brake ACT or an actuator for controlling an in-wheel motor installed in each wheel by controlling the front-axle and rear-axle torque.

In each of the first to third embodiments, the lateral movement control device (system) is configured to determine the degree of the emergency for lateral movement control according to, for example, the application request mode, but the present disclosure is not limited to the configuration. Specifically, the lateral movement control device (system) may be configured, for example, the degree of emergency for lateral movement control as a number as an application request mode. In addition, the control object selector can 61 based on whether the number of application request modes is equal to or greater than a threshold, determine whether the degree of lateral movement control emergency is high. In determining that the degree of emergency for lateral motion control is high, the control object selector may 61 be configured to select a controlled object with a change of a controlled variable that is greater than a change of the corresponding controlled variable of another controlled object. Otherwise, in determining that the degree of emergency for lateral motion control is not high, the control object selector may be selected 61 be designed to select a controlled object in which the upper limit of a controlled variable is greater than that of another controlled object.

In each of the first to third embodiments, the lateral movement control device (system) is configured to generate the final yaw rate control range for the entire lateral movement control of the controlled vehicle that is limited based on both the application information and the vehicle information, but may be configured to have a final yaw rate control range for the entire lateral movement control of the controlled vehicle, which is limited based on either the application information or the vehicle information.

For example, the lateral movement control system according to the third embodiment is configured to limit the final yaw rate control range for the entire lateral movement control of the controlled vehicle based on the vehicle information based on the interference information, thus providing a finite final yaw rate control range for the entire lateral movement control of the controlled vehicle is calculated in terms of one or more disorders.

At this time, the lateral movement control system according to the third embodiment may be modified so as not to carry out a limitation based on the vehicle information. In this modification, the lateral motion control system may be configured to calculate the sum of the limited yaw rate controllable ranges of the respective controlled objects detected by the front wheel steering limiter based on the interference information 52a , the rear wheel steering limiter 52b and the brake limiter 52c thus limiting a finite final yaw rate control range for the entire lateral motion control of the controlled vehicle with respect to the one or more perturbations. Then, the lateral motion control system may be configured to the control requestor 1 output the limited final yaw rate control range for the entire lateral motion control of the controlled vehicle with respect to the one or more perturbations. This modification achieves substantially the same advantages as the third embodiment.

While exemplary embodiments of the present disclosure have been described, the present disclosure is not limited to the embodiments described herein, but includes one or more embodiments that include modifications, omissions, combinations (eg, aspects about various embodiments), adaptations, and / or alternatives, such as it will be apparent to those skilled in the art based on the present disclosure. The limits of the claims are to be broadly understood on the basis of the language used in the claims and are not limited to examples described in the present specification or during the prosecution of the application, the examples being not to be understood as exclusive.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 2010-244536 [0001]
• US 2007/0088484 [0003]
• JP 4297150 [0003]
• US 2006/0208564 [0004]
• JP 4455379 [0004]

Claims (13)

A vehicle dynamics control apparatus for controlling a plurality of controlled objects based on a first parameter associated with movement of a vehicle in a same direction to obtain a request value of a second parameter associated with movement of the vehicle in the same direction and outputted from a control requestor; to fulfill, wherein the vehicle dynamics control device comprises: an availability obtaining device configured to obtain an availability corresponding to a controllable range of the first parameter of each of the controlled objects and to output the availability of the first parameter of each of the controlled objects to the control requestor. The vehicle dynamics control apparatus according to claim 1, wherein the first parameter includes a controlled variable and a controlled variable variable of each of the controlled objects, and the availability obtaining apparatus is configured to obtain, as a first availability, the availability of the controlled variables of each of the controlled objects as a second availability Availability of the change of the controlled variable to receive each of the controlled objects and to output the first availability of the controlled variable of each of the controlled objects and the second availability of the change of the controlled variable of each of the controlled objects to the control requestor, wherein the vehicle dynamics control device further comprises: a determiner configured to determine an order of the controlled objects to be controlled based on the first availability of the controlled variables of each of the controlled objects and the second availability of the change of the controlled variables of each of the controlled objects; and a selector configured to select one of the controlled objects to be controlled according to the order determined by the determiner. The vehicle dynamics control apparatus of claim 2, wherein the control requestor includes at least one application programmed to issue a request mode in addition to the second parameter, the request mode representing the at least one application for which the at least one application awards a higher priority, and the determiner by determining, in addition to the first availability of the controlled variables of each of the controlled objects and the second availability of the controlled variable change of each of the controlled objects, the order of the controlled objects to be controlled based on the request mode. The vehicle dynamics control apparatus according to claim 3, wherein the request value of the second parameter consists of a first request value for the controlled variable and a second request value for the change of the controlled variable, wherein the vehicle dynamics control device further comprises: a computer configured to, based on the request mode, the first controlled variable request value, and the second variable controlled variable request value, set the controlled variable value of each of the controlled objects and a controlled variable change value of each of the controlled variables To calculate objects the determiner is arranged to control the order of the controlled objects to be controlled based on the request mode, the first variable control value request value, the second variable control variable demand value, the controlled variable value of each of the controlled objects, and of the value of the change of the controlled variable of each of the controlled objects. The vehicle dynamics control apparatus of claim 4, wherein the request mode of the at least one application is a first mode representing that the at least one application awards a higher priority for comfort, and a second mode representing that the at least one application is a higher priority for one Sensitivity forgives, contains, and where the determiner is designed determine the order of the controlled objects to be controlled based on whether the value of the controlled variable of each of the controlled objects satisfies the first controlled variable request value when the request mode of the at least one application is the first mode; and the order of the controlled objects to be controlled based on whether the value of the controlled variable change of each of the controlled objects satisfies the second controlled variable change request value if the request mode of the at least one application is the second mode to determine. The vehicle dynamics control apparatus of claim 1, wherein the control requestor includes at least one application programmed to issue, in addition to the second parameter, a limit request for limiting the availability of the first parameter to at least one of the controlled objects, and wherein the availability obtainment device is configured to: limit the availability of the first parameter for at least one of the controlled objects to generate the availability of the first parameter of each of the controlled objects, wherein the availability of the first parameter of the at least one of the controlled objects has been limited; and to issue to the controller requestor the availability of the first parameter of each of the controlled objects. A vehicle dynamics control device according to claim 6, wherein said controllable range obtaining device is configured to limit the availability of the first parameter of each of the controlled objects based on the limit request to produce limited availability of the first parameter of each of the controlled objects; and to issue to the control requestor the limited availability of the first parameter of each of the controlled objects and the availability of the first parameter for each of the controlled objects before the limit. A vehicle dynamics control apparatus according to claim 1, wherein the availability obtaining apparatus is designed to Receive vehicle information indicating current conditions of the vehicle; limit, based on the vehicle information, the availability of the first parameter of at least one of the controlled objects to produce limited availability of the first parameter of the at least one controlled object; and to output to the control requestor the availability of the first parameter of the at least one controlled object. A vehicle dynamics control apparatus according to claim 1, wherein the availability obtaining apparatus is designed to to obtain a disturbance that enters the vehicle dynamics control device; limiting the availability of the first parameter of at least one controlled object based on the disturbance to produce the availability of the first parameter of each of the controlled objects, thereby limiting the availability of the first parameter of the at least one controlled object; and to issue to the controller requestor the availability of the first parameter of each of the controlled objects. A vehicle dynamics control device according to claim 9, wherein the availability-preserving device is designed limit the availability of the first parameter of each of the controlled objects based on the disturbance to produce limited availability of the first parameter of each of the controlled objects; and to issue to the control requestor the limited availability of the first parameter of each of the controlled objects and the availability of the first parameter of each of the controlled objects before the limit. A vehicle dynamics control system comprising: the vehicle dynamics control apparatus according to claim 1; and the control requestor according to claim 1, wherein the control requestor is designed generate the request value of the second parameter based on the availability of the first parameter of each of the controlled objects output from the availability obtaining device to the control requestor. The vehicle dynamics control system of claim 11, wherein the control requestor includes at least one application that is programmed if an obstacle in front of the vehicle is detected while the vehicle is running, determining whether the vehicle is capable of avoiding the obstacle; to determine if the vehicle will avoid the obstacle; generate the request value of the second parameter based on the availability of the first parameter of each of the controlled objects output from the availability obtaining device when it is determined that the vehicle will avoid the obstacle; and Stop the vehicle if it is determined that the vehicle will not avoid the obstacle. A vehicle dynamics control system comprising: the vehicle dynamics control apparatus according to claim 1; the control requestor according to claim 1; and the controlled objects of claim 1, wherein the control requestor includes at least one application programmed to issue a request mode in addition to the second parameter, wherein the request mode of the at least one application represents a mode representing that the at least one application is a higher one Prioritizing an ecology, the availability-preservation apparatus is adapted to limit the availability of the first parameter of the controlled objects based on the ecology mode as the request mode to produce limited availability of the first parameter of each of the controlled objects, and wherein Control requestor is designed to meet the request value of the second Parameters based on the limited availability of the first parameter of each of the controlled objects, which is output from the availability obtaining device to the control requestor.

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